ATP 16(D)/MTP 16(D) Thru Chg 1 -- Replenishment At

Home , Distance line, INS Jyoti (A58), Jackstay, KD Jebat (FFG29), KD Kasturi (F-25), KD Lekir (F-26)

ATP 16(D)/MTP 16(D)

ATP 16(D)/MTP 16(D) REPLENISHMENT AT SEA

DECEMBER 2001

0410LP1018915

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December 2002

PUBLICATION NOTICE ROUTING ______1. Change 1 to ATP 16(D)/MTP 16(D), REPLENISHMENT AT SEA, is avail- ______able in the Navy Warfare Library. It is effective upon receipt. ______2. Change 1 to ATP 16(D)/MTP 16(D) incorporates the following updates: ______a. Chapter AU2 updates diagrams and information for the SUCCESS/DURANCE ______and WESTRALIA class ships; adds diagrams and information for ADELAIDE, ANZAC, LEAF, TOBRUK, and KANIMBLA class ships; and incorporates text ______into ship diagrams and tables for ease of use. ______b. Chapter BE9B adds diagrams and information for new cargo sling equipment. ______c. Chapters BX2, BX6, and BX7 adjust headings, page numbers, and captions that change from the previous abbreviation for Bulgaria (BU) to the abbreviation used in APP-2 (BX). Content of the chapters remains unchanged.

d. Chapters CA2, CA6, and CA7 incorporate text changes to correct inaccurate data from the previous revision.

e. Chapters CH2 (Chile), ID2 (Indonesia), IN2 (India), KS2 (South Korea), MS2 (Malaysia), NN2 (New Zealand), SN2 (Singapore), and TH2 (Thailand) are new chapters and incorporate RAS data for the respective nations.

f. Chapter JA2 updates information for TOWADA and SAGAMI class ships.

g. Chapter NL2 updates ship diagrams and information.

h. Chapter NL7 adds ship-specific data regarding the transfer of solids.

i. Pages NL9B-1 and NL9B-2 update helicopters used in VERTREP operations.

j. Chapter TU2 updates ship diagrams and information.

Navy Warfare Library Custodian

Navy Warfare Library publications must be made readily available to all users and other interested personnel within the U.S. Navy.

Note to Navy Warfare Library Custodian

This notice will assist you in providing information to cognizant personnel. It is not accountable.

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RECORD OF RESERVATIONS

CHAPTER RECORD OF RESERVATIONS BY NATIONS

4GE,US

6TU

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RECORD OF RESERVATIONS

NATIONS SPECIFIC RESERVATIONS

Chapter 4, Article 0430.1, Figure 4-4 and Table 4-2: The German Navy does not use "Transfer Station Markers". GE Chapter 4, Article 0430.2 and Table 4-3: The German Navy does not use the "Transfer Station Wands".

Chapter 6, Article 0622: Turkey uses breakable spool coupling only for transfer of F-76 (Para 0622). Turkey does not use MK.II TU quick release coupling. Instead of this coupling, breakable spool coupling is used.

Chapter 4, Article 0430, Figures 4-5 and 4-6: U.S distance markers are placed at 20-foot intervals (from 0 to 300 feet) rather than US the metric intervals specified. The U.S. places the required light groups at the 60, 100, 140, and 180-foot intervals rather than at the metric intervals specified.

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ATP 16(D)/MTP 16(D)

RECORD OF CHANGES

Identification of Date Entered NATO Effective Date By Whom Entered Change, (Signature; Rank, Reg. No. (if any), and Grade or Rate; Date Name of Command)

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TABLE OF CONTENTS

Page No.

PART I — COMMON INFORMATION

CHAPTER 1 — CONCEPT OF REPLENISHMENT AT SEA

0100 Objectives...... 1-1

0110 Organization and Command ...... 1-1 0111 Officer in Tactical Command...... 1-1 0112 Replenishment Force Commander ...... 1-1 0113 Combatant Force Commander ...... 1-2 0114 Definitions ...... 1-2 0115 Civilian Manned Fleet Auxiliaries — Command Relationships ...... 1-2

0120 Convoy Operations During Naval Control of Shipping ...... 1-3

0130 Planning...... 1-3 0131 Planning Factors ...... 1-3 0132 Formulating the Plan ...... 1-4

0140 Readiness During RAS Operations...... 1-4

0150 Using This Publication ...... 1-4

CHAPTER 2 — SCHEDULING REPLENISHMENT AT SEA

0200 General Considerations ...... 2-1 0201 Basic Rules ...... 2-1

0210 Method for Ordering RAS ...... 2-1 0211 Method of Execution ...... 2-1

0220 Accounting Procedures ...... 2-2

0230 Rigs in Use by Nations ...... 2-3

0240 National Ship Diagrams ...... 2-3

0250 Conversion Tables ...... 2-3

ANNEX 2A — REPLENISHMENT DATA FORMS

2A100 Instructions for Completion ...... 2A-1 2A101 Cargo Delivery Station Data Sheet ...... 2A-1 2A102 Fuel Delivery Station Data Sheet ...... 2A-3 2A103 Fuel Receiving Station Data Sheet ...... 2A-5 2A104 Cargo Receiving Station Data Sheet ...... 2A-7

2A110 Ship Diagram ...... 2A-7

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ANNEX 2B — CONVERSION TABLES

2B100 Physical Units and Conversions ...... 2B-1

CHAPTER 3 — REPLENISHMENT AND MANEUVERING PROCEDURES

0300 Basic Principles...... 3-1

0310 Responsibilities ...... 3-1 0311 The Control Ship ...... 3-1 0312 The Approach Ship ...... 3-1 0313 The Delivering Ship ...... 3-3 0314 The Receiving Ship ...... 3-3 0315 Bolo/Gunline ...... 3-4

0320 Maneuvering for Abeam Methods ...... 3-4 0321 Designating the Control Ship ...... 3-4 0322 Selecting Course and Speed ...... 3-5 0323 Approaching and Maintaining Station ...... 3-7 0324 Departure from Station ...... 3-11

0330 Maneuvering for Astern Methods ...... 3-11 0331 Float Method ...... 3-11 0332 Gunline Method ...... 3-12 0333 Altering Course and Speed When Fueling Astern ...... 3-12

0340 Replenishment of Towed Array Ships ...... 3-13

CHAPTER 4 — COMMUNICATIONS, SIGNALS, AND LIGHTING

0400 Radio Communications...... 4-1

0410 Special Operations Shapes/Lights and Flag Signals ...... 4-1 0411 Special Operations Shapes/Lights ...... 4-1 0412 Flag and Flashing Light Signals ...... 4-1 0413 Passing the First Line Between Ships ...... 4-2 0414 Emergency RAS Signals ...... 4-2

0420 Sound-Powered Telephones and Electric Megaphones/Loudhailers ...... 4-2 0421 Sound-Powered Telephones ...... 4-2 0422 Establishing Sound-Powered Communications ...... 4-3 0423 Electric Megaphones ...... 4-3 0424 Telephone Connectors ...... 4-3

0430 Transfer Station Markers and Distance Lines ...... 4-5

0440 Hand Signals ...... 4-7 0441 Astern Replenishment Communications ...... 4-9 0442 Astern Replenishment Control Signals ...... 4-9

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0450 Night Lighting Arrangements ...... 4-9 0451 Illumination of Working Areas ...... 4-9 0452 Approach and Station Keeping Lights ...... 4-9 0453 Rig Lighting Arrangements ...... 4-12 0454 Night Signaling ...... 4-14 0455 Resumé of Night Lighting and Associated Arrangements ...... 4-14

0460 Color Code for Personnel ...... 4-14

ANNEX 4A — STANDARD HAND SIGNALS ...... 4A-1

CHAPTER 5 — EMERGENCY PROCEDURES AND SAFETY PRECAUTIONS

0500 Emergency Breakaway ...... 5-1 0501 Preparations for Emergency Breakaway ...... 5-1 0502 Conditions Warranting an Emergency Breakaway ...... 5-2 0503 Ordering an Emergency Breakaway ...... 5-2 0504 Emergency Breakaway Procedure for Liquid Transfer ...... 5-3 0505 Emergency Breakaway Procedure for Solid Transfer ...... 5-3 0506 Special Precautions for Particular Rigs...... 5-4 0507 Practicing Emergency Breakaway ...... 5-5

0510 Ship Handling During Emergencies ...... 5-5 0511 Recommended Emergency Maneuvering ...... 5-5 0512 Collision Procedures ...... 5-6

0520 Safety ...... 5-6 0521 Safety During Fueling ...... 5-6 0522 Safety Precautions During RAS Operations ...... 5-6 0523 Personnel Requirements for Transfer of Ammunition and Missiles ...... 5-8 0524 Man Overboard ...... 5-8 0525 Radiation Hazard ...... 5-8

0530 Safety Precautions and Emergency Procedures for Personnel Transfer ...... 5-9

CHAPTER 6 — TRANSFER OF LIQUIDS

0600 Transfer of Liquids ...... 6-1 0601 Pollution Abatement ...... 6-1 0602 Ballasting and Deballasting...... 6-1 0603 Pumping and Receiving ...... 6-2 0604 Ships Equipped with Open Trunk Fueling Systems ...... 6-2 0605 Fueling Check-Off Lists ...... 6-2

0610 General Description of Fueling Methods...... 6-2 0611 Abeam Fueling ...... 6-2 0612 Astern Fueling ...... 6-4

0620 Standardization of Fueling Couplings ...... 6-4 0621 NATO 1 Fueling Rig ...... 6-5 0622 NATO 2 Fueling Rig ...... 6-7

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0623 NATO 3 Fueling Rig ...... 6-11 0624 NATO 4 Fueling Rig ...... 6-11 0625 NATO 5 Water Rig ...... 6-11 0626 Transfer of Water ...... 6-18

0630 Fuel STREAM Rig ...... 6-18 0631 Rigging the Delivering Ship for Fuel STREAM Rig ...... 6-23 0632 Passing, Tending, and Recovering the Rig ...... 6-24 0633 Rigging the Receiving Ship for Fuel STREAM ...... 6-30 0634 Connecting and Disconnecting the Rig ...... 6-30 0635 Receiving Hose Couplings Other Than Probe ...... 6-32 0636 Precautions Against Loss of Fuel ...... 6-34 0637 Blowing Through Hose Procedures ...... 6-34

0640 Convoy Escort Replenishment ...... 6-36 0641 Necessity for Rapid Fueling...... 6-36 0642 Fueling Course and Speed...... 6-36 0643 Station Keeping ...... 6-36 0644 Emergency Breakaway ...... 6-38 0645 Standard Fueling Equipment ...... 6-38

0650 Astern Fueling by Float Method ...... 6-38 0651 Equipment and Procedures for Converted Merchant Tankers ...... 6-38 0652 Astern Hose Cleanout System...... 6-38

0660 Astern Fueling Using the NATO 4 Fueling Rig ...... 6-47 0661 Communications During Astern Refueling ...... 6-47 0662 Maneuvering During Astern Refueling ...... 6-47 0663 General Requirements for Astern Refueling ...... 6-47 0664 Rig Variations ...... 6-48 0665 Rig Assembly and Preparations (Single Hose, No Automatic Winch) ...... 6-48 0666 Rig Assembly and Preparations (Double or Single Hose, Automatic Winch) . . . 6-49 0667 Using the Float Method ...... 6-50

ANNEX 6A — FUELING BY THE ASTERN METHOD

6A100 Introduction ...... 6A-1 6A101 The Rig in the Delivering Ship ...... 6A-1 6A102 Float Assembly on the End of the Hose Line...... 6A-1 6A103 Marker Buoy ...... 6A-1 6A104 Hose End Arrangements ...... 6A-1 6A105 Nose Cone Fitted to the End of the Hose ...... 6A-2 6A106 Connecting the Hose in the Receiving Ship ...... 6A-2 6A107 Communications ...... 6A-4 6A108 Fueling Course and Speed ...... 6A-4 6A109 Station Keeping ...... 6A-5

6A110 Altering Course ...... 6A-5 6A111 Altering Speed ...... 6A-5 6A112 Ship Handling Guidance ...... 6A-6 6A113 Preparations in Receiving Ship ...... 6A-6 6A114 Grapnelling the Hose Line ...... 6A-7

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6A115 Procedures for Connecting and Disconnecting the Rig ...... 6A-7 6A116 Emergency Breakaway ...... 6A-8 6A117 Blow Through Procedure Using a Poly-Pig ...... 6A-8 6A118 Danger From Fuel Loss ...... 6A-10

CHAPTER 7 — TRANSFER OF SOLIDS

0700 Concept for Solid Cargo ...... 7-1 0701 Cargo Loading and Delivery ...... 7-1 0702 Loading the Supplying Ship ...... 7-1 0703 Transfer Stations ...... 7-2 0704 Cargo Handling Equipment...... 7-2

0710 Possible Methods for Transfer ...... 7-3 0711 Preparations of the Delivering Ship ...... 7-3 0712 Preparations of the Receiving Ship ...... 7-6

0720 Transfer of Ammunition and Missiles ...... 7-7 0721 Characteristics of Ammunition Ships ...... 7-7 0722 Loading for Transfer of Ammunition and Missiles ...... 7-7 0723 Preparing Ships for Transfer ...... 7-8 0724 Transferring Ammunition and Missiles ...... 7-9

0730 Missile/Cargo STREAM System ...... 7-10 0731 Delivering Ship Equipment ...... 7-12 0732 Receiving Ship Equipment ...... 7-20 0733 Missile/Cargo STREAM Rigs...... 7-21 0734 Passing the STREAM Rig...... 7-24 0735 Cargo Transfer (Receiving Ship) With STREAM ...... 7-24 0736 Recovering the STREAM Rig ...... 7-38

CHAPTER 8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT

0800 Introduction ...... 8-1

0810 Types of Transfer ...... 8-1 0811 Transfer of Light Freight and Mail ...... 8-1 0812 Transfer of Personnel ...... 8-1 0813 Transfer of Sick and Wounded ...... 8-2 0814 Ships’ Responsibilities ...... 8-2 0815 Standard Reception Station ...... 8-4 0816 Station Arrangement ...... 8-4

0820 Manila/Synthetic Highline Rig ...... 8-4 0821 Description ...... 8-4 0822 Rigging ...... 8-4 0823 Transfer of Personnel ...... 8-5 0824 Transfer by Litter ...... 8-5 0825 Transfer of Light Freight ...... 8-5

0840 Helicopter Transfers ...... 8-5

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CHAPTER 9 — VERTICAL REPLENISHMENT

0900 Concept ...... 9-1

0910 Factors Affecting VERTREP...... 9-1 0911 General Limitations...... 9-2 0912 Helicopter Limitations ...... 9-3 0913 Shipboard Limitations ...... 9-4

0920 Planning the VERTREP Operation...... 9-4 0921 Prereplenishment Meeting ...... 9-4 0922 Command and Control Organization ...... 9-5 0923 The Importance of Planning ...... 9-6 0924 Load Sequence Plan ...... 9-6

0930 Personnel ...... 9-6 0931 Training and Briefing...... 9-6 0932 Formation of the Force ...... 9-7 0933 Emergency Procedures ...... 9-7

0940 Communications and Signals...... 9-7 0941 UHF Radio Communications...... 9-7 0942 Light, Flag, and Hand Signals ...... 9-7 0943 Administration Traffic ...... 9-7

0950 Shipboard Clearances, Markings, and Lighting Requirements...... 9-7 0951 Definitions ...... 9-7 0952 Classes and Types of VERTREP Operating Area ...... 9-8 0953 Clearances ...... 9-8 0954 Markings ...... 9-16 0955 Lighting ...... 9-17 0956 Landing Operations ...... 9-17

0960 Preparation and Execution ...... 9-19 0961 Ship Stations...... 9-20 0962 Ship Movement ...... 9-20 0963 Preparations ...... 9-20 0964 Procedures ...... 9-21 0965 VERTREP Equipment ...... 9-25 0966 Execution ...... 9-25 0967 Visual and Radar Control ...... 9-26

0970 Administrative Flights...... 9-27 0971 Procedures ...... 9-27 0972 Personnel Briefing...... 9-27 0973 Sick and Wounded ...... 9-28

0980 Safety Precautions and Emergency Procedures ...... 9-28 0981 Helicopter-Induced Hazards...... 9-28 0982 Fire Prevention ...... 9-28 0983 Firefighting ...... 9-28

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0984 Ship Maneuvering ...... 9-29 0985 Cargo Handling ...... 9-29

0990 Night VERTREP Operations ...... 9-29 0991 Limitations ...... 9-29 0992 Pilot Fatigue ...... 9-30 0993 Special Procedures ...... 9-30

ANNEX 9A — STANDARD MARSHALING SIGNALS FOR AIRCRAFT

0900A Marshaling Instructions...... 9A-1

0910A Marshaling Signals ...... 9A-1

ANNEX 9B — VERTREP EQUIPMENT

0900B VERTREP Equipment Specifications ...... 9B-1

ANNEX A — GLOSSARY ...... A-1

PART II — NATIONAL INFORMATION

AUSTRALIA

CHAPTER AU2 — SCHEDULING REPLENISHMENT AT SEA

AU0230 Australian Rigs ...... AU2-1 AU0240 Australian Ships ...... AU2-1

BELGIUM

CHAPTER BE2 — SCHEDULING REPLENISHMENT AT SEA

BE0230 Belgian Rigs...... BE2-1 BE0240 Belgian Ships ...... BE2-1

ANNEX BE9B — VERTREP EQUIPMENT

BULGARIA

CHAPTER BX2 — SCHEDULING REPLENISHMENT AT SEA

BX0230 Bulgarian Rigs ...... BX2-1 BX0240 Bulgarian Ships ...... BX2-1

CHAPTER BX6 — TRANSFER OF LIQUIDS

BX0670 Bulgarian Navy Fueling Rigs ...... BX6-1

CHAPTER BX7 — TRANSFER OF SOLIDS

BX0755 Bulgarian Navy Solids Rigs ...... BX7-1

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CANADA

CHAPTER CA2 — SCHEDULING REPLENISHMENT AT SEA

CA0230 Canadian Rigs...... CA2-1 CA0240 Canadian Ships ...... CA2-1

CHAPTER CA6 — TRANSFER OF LIQUIDS

CA0670 Abeam Fuel Rigs ...... CA6-1 CA0671 Fuel Rigs (Basic Equipment) ...... CA6-1

CHAPTER CA7 — TRANSFER OF SOLIDS

CA0760 Solids Rigs ...... CA7-1 CA0761 Tensioned Highline Automatic Transfer Rig ...... CA7-1 CA0762 Retractable Kingpost and Sliding Padeye ...... CA7-3

ANNEX CA9B — VERTREP EQUIPMENT

0902B Canada...... CA9B-1

CHILE

CHAPTER CH2 — SCHEDULING REPLENISHMENT AT SEA

CH0230 Chilean Rigs ...... CH2-1 CH0240 Chilean Ships ...... CH2-1

DENMARK

CHAPTER DA1 — CONCEPT OF REPLENISHMENT AT SEA

DA0131 Planning Factors ...... DA1-1

CHAPTER DA2 — SCHEDULING REPLENISHMENT AT SEA

DA0230 Danish Rigs ...... DA2-1 DA0240 Danish Ships ...... DA2-1

ANNEX DA9B — VERTREP EQUIPMENT

0903B Denmark ...... DA9B-1

FRANCE

CHAPTER FR2 — SCHEDULING REPLENISHMENT AT SEA

FR0230 French Rigs ...... FR2-1 FR0240 French Ships...... FR2-1

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CHAPTER FR6 — TRANSFER OF LIQUIDS

FR0600 Transfer of Liquids ...... FR6-1 FR0611 Abeam Fueling ...... FR6-1 FR0612 Astern Fueling...... FR6-1 FR0675 Fueling Rigs ...... FR6-1

CHAPTER FR7 — TRANSFER OF SOLIDS

FR0700 Transfer of Solids...... FR7-1 FR0770 Solids Rigs ...... FR7-1

ANNEX FR9B — VERTREP EQUIPMENT

0904B France ...... FR9B-1

GERMANY

CHAPTER GE2 — SCHEDULING REPLENISHMENT AT SEA

GE0230 German Rigs ...... GE2-1 GE0240 German Ships ...... GE2-1

CHAPTER GE6 — TRANSFER OF LIQUIDS

GE0680 Abeam Fueling Methods ...... GE6-1 GE0681 Spanwire Rig ...... GE6-1 GE0682 Close-In Rig...... GE6-1 GE0683 Large Derrick Rig ...... GE6-1 GE0684 Astern Fueling Methods...... GE6-4 GE0685 Gunline Method ...... GE6-4

CHAPTER GE7 — TRANSFER OF SOLIDS

GE0775 Solids Rigs ...... GE7-1

ANNEX GE9B — VERTREP EQUIPMENT

0905B Germany ...... GE9B-1

GREECE

CHAPTER GR2 — SCHEDULING REPLENISHMENT AT SEA

GR0230 Greek Rigs ...... GR2-1

ANNEX GR9B — VERTREP EQUIPMENT

0906B Greece ...... GR9B-1

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INDONESIA

CHAPTER ID2 — SCHEDULING REPLENISHMENT AT SEA

ID0240 Indonesian Ships ...... ID2-1

INDIA

CHAPTER IN2 — SCHEDULING REPLENISHMENT AT SEA

IN0240 Indian Ships ...... IN2-1

ITALY

CHAPTER IT2 — SCHEDULING REPLENISHMENT AT SEA

IT0230 Italian Rigs ...... IT2-1 IT0240 Italian Ships ...... IT2-1

CHAPTER IT6 — TRANSFER OF LIQUIDS

IT0685 Fueling Rigs ...... IT6-1 IT0686 Spanwire Rig ...... IT6-1 IT0687 Astern Replenishment Method...... IT6-1

CHAPTER IT7 — TRANSFER OF SOLIDS

IT0780 STREAM Rig ...... IT7-1

ANNEX IT9B — VERTREP EQUIPMENT

0907B Italy ...... IT9B-1

JAPAN

CHAPTER JA2 — SCHEDULING REPLENISHMENT AT SEA

JA0230 Japanese Rigs ...... JA2-1 JA0240 Japanese Ships ...... JA2-1

KOREA, SOUTH

CHAPTER KS2 — SCHEDULING REPLENISHMENT AT SEA

KS0230 Korean Rigs ...... KS2-1 KS0240 Korean Ships ...... KS2-1

MALAYSIA

CHAPTER MS2 — SCHEDULING REPLENISHMENT AT SEA

MS0240 Malaysian Ships ...... MS2-1

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NETHERLANDS

CHAPTER NL2 — SCHEDULING REPLENISHMENT AT SEA

NL0230 Netherlands Rigs ...... NL2-1 NL0240 Netherlands Ships ...... NL2-1

CHAPTER NL6 — TRANSFER OF LIQUIDS

NL0690 Fueling Rigs...... NL6-1 NL0691 Spanwire Rig ...... NL6-1 NL0692 Astern Fueling...... NL6-1

CHAPTER NL7 — TRANSFER OF SOLIDS

NL0785 Transfer of Solids and/or Personnel ...... NL7-1

ANNEX NL9B — VERTREP EQUIPMENT

NL0908B Netherlands ...... NL9B-1

NEW ZEALAND

CHAPTER NN2 — SCHEDULING REPLENISHMENT AT SEA

NN0230 New Zealand Rigs ...... NN2-1 NN0240 New Zealand Ships ...... NN2-1

NORWAY

CHAPTER NO2 — SCHEDULING REPLENISHMENT AT SEA

NO0230 Norwegian Rigs...... NO2-1

PORTUGAL

CHAPTER PO2 — SCHEDULING REPLENISHMENT AT SEA

PO0230 Portuguese Rigs ...... PO2-1 PO0240 Portuguese Ships ...... PO2-1

ANNEX PO9B — VERTREP EQUIPMENT

0910B Portugal ...... PO9B-1

ROMANIA

CHAPTER RO2 — SCHEDULING REPLENISHMENT AT SEA

RO0230 Romanian Rigs ...... RO2-1 RO0240 Romanian Ships...... RO2-1

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SINGAPORE

CHAPTER SN2 — SCHEDULING REPLENISHMENT AT SEA

SN0230 Singapore Rigs ...... SN2-1 SN0240 Singapore Ships ...... SN2-1

SPAIN

CHAPTER SP2 — SCHEDULING REPLENISHMENT AT SEA

SP0230 Spanish Rigs ...... SP2-1 SP0240 Spanish Ships ...... SP2-1

CHAPTER SP7 — TRANSFER OF SOLIDS

SP0790 Solids Transfer...... SP7-1

ANNEX SP9B — VERTREP EQUIPMENT

0911B Spain ...... SP9B-1

SWEDEN

CHAPTER SW2 — SCHEDULING REPLENISHMENT AT SEA

SW0230 Swedish Rigs ...... SW2-1 SW0240 Swedish Ships ...... SW2-1

THAILAND

CHAPTER TH2 — SCHEDULING REPLENISHMENT AT SEA

TH0230 Thai Rigs ...... TH2-1

TURKEY

CHAPTER TU2 — SCHEDULING REPLENISHMENT AT SEA

TU0230 Turkish Rigs...... TU2-1 TU0240 Turkish Ships ...... TU2-1

UNITED KINGDOM

CHAPTER UK1 — CONCEPT OF REPLENISHMENT AT SEA

UK0131 Planning Factors ...... UK1-1

CHAPTER UK2 — SCHEDULING REPLENISHMENT AT SEA

UK0200 General Considerations ...... UK2-1 UK0230 United Kingdom Rigs...... UK2-1

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UK0240 United Kingdom Ships ...... UK2-1

CHAPTER UK4 — COMMUNICATIONS, SIGNALS, AND LIGHTING

UK0430 Transfer Station Markers and Distance Lines ...... UK4-1 UK0452 Approach and Station Keeping Lights ...... UK4-1

CHAPTER UK5 — EMERGENCY PROCEDURES AND SAFETY PRECAUTIONS

UK0501 Preparations for Emergency Breakaway ...... UK5-1 UK0506 Special Precautions for Particular Rigs ...... UK5-1

CHAPTER UK6 — TRANSFER OF LIQUIDS

UK0602 Ballasting and Deballasting...... UK6-1 UK0610 General Description of Fueling Methods ...... UK6-1 UK0611 Abeam Fueling ...... UK6-1 UK0612 Astern Fueling ...... UK6-1 UK0620 Standardization of Fueling Couplings ...... UK6-1 UK0621 Quick-Release Coupling Mk II ...... UK6-1 UK0630 Abeam Fuel Rigs ...... UK6-4 UK0631 Basic Equipment ...... UK6-4 UK0632 Hoses and Markings ...... UK6-4 UK0633 Details of Fueling Rigs ...... UK6-7 UK0634 Jackstay Fueling Rig ...... UK6-7 UK0635 Jackstay Probe Fueling Rig ...... UK6-14 UK0636 Large Derrick Rig ...... UK6-21 UK0637 Crane Rig, Fueling Boom Rig, and Small Derrick Rig ...... UK6-21 UK0638 Blowing Through Hose Procedures ...... UK6-24 UK0650 Astern Fueling Methods ...... UK6-24 UK0651 Astern Fueling — Float Method ...... UK6-24 UK0653 Astern Fueling — Short Span Method ...... UK6-30 UK0660 Details of Fuel Rigs ...... UK6-33

CHAPTER UK7 — TRANSFER OF SOLIDS

UK0750 Solids Rigs ...... UK7-1 UK0751 Automatic Tension Winch Systems ...... UK7-1 UK0752 Tensioned Heavy Jackstay Rig — Using Fixed Highpoints ...... UK7-1 UK0754 Tensioned Heavy Jackstay Rig — Using Pivoted Arm Mk 1A ...... UK7-4 UK0755 Clarke-Chapman Sliding Padeye Rig...... UK7-5 UK0756 Solids Transfers...... UK7-5

CHAPTER UK8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT

UK0830 Light Jackstay Rig ...... UK8-1 UK0831 Description ...... UK8-1 UK0832 Rigging the Delivering Ship ...... UK8-1 UK0833 Rigging the Receiving Ship...... UK8-5 UK0834 Passing the Rig ...... UK8-5 UK0835 Receiving the Rig ...... UK8-5 UK0836 Returning the Rig ...... UK8-5

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UK0837 Royal Fleet Auxiliaries ...... UK8-5

ANNEX UK9B — VERTREP EQUIPMENT

UK9B01 United Kingdom ...... UK9B-1

UNITED STATES

CHAPTER US2 — SCHEDULING REPLENISHMENT AT SEA

US0230 United States Rigs...... US2-1 US0240 United States Ships ...... US2-1

CHAPTER US3 — REPLENISHMENT AND MANEUVERING PROCEDURES

US0313 Delivering Ship ...... US3-1 US0314 Receiving Ship ...... US3-1 US0323 Approaching and Maintaining Station ...... US3-1

CHAPTER US4 — COMMUNICATIONS, SIGNALS, AND LIGHTING

US0460 United States Navy Color Code ...... US4-1

CHAPTER US5 — EMERGENCY PROCEDURES AND SAFETY PRECAUTIONS

US0506 Special Precautions for Particular Rigs ...... US5-1

CHAPTER US6 — TRANSFER OF LIQUIDS

US0610 General Description of Fueling Methods ...... US6-1 US0630 Abeam Fuel Rigs ...... US6-1 US0631 Equipment ...... US6-1 US0642 Fuel Rigs ...... US6-5 US0643 Details of Fueling Rigs ...... US6-9 US0644 Single Probe Rig ...... US6-9 US0645 Double Probe Rig ...... US6-9 US0646 Spanwire Rig...... US6-13 US0647 Passing and Tending the Close-In Rig...... US6-19 US0648 Blowing Through Hose Procedures ...... US6-21 US0650 Astern Fueling Methods ...... US6-21 US0651 Astern Fueling — Float Method ...... US6-21 US0652 Astern Fueling to Small Craft ...... US6-36

ANNEX US9B — VERTREP EQUIPMENT

US9B01 United States...... US9B-1

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LIST OF ILLUSTRATIONS

Page No.

PART I — COMMON INFORMATION

CHAPTER 2 — SCHEDULING REPLENISHMENT AT SEA

Figure 2-1. Format for Ship Diagram in Part II ...... 2-6 Figure 2-2. Example Ship Diagram ...... 2-7

ANNEX 2A — REPLENISHMENT DATA FORMS

Figure 2A-1. Cargo Delivery Station Data Sheet ...... 2A-2 Figure 2A-2. Fuel Delivery Station Data Sheet ...... 2A-4 Figure 2A-3. Fuel Receiving Station Data Sheet ...... 2A-6 Figure 2A-4. Cargo Receiving Station Data Sheet ...... 2A-8

CHAPTER 3 — REPLENISHMENT AND MANEUVERING PROCEDURES

Figure 3-1. Approach, Riding Abeam, and Departure ...... 3-2 Figure 3-2. Replenishment Course to Permit Flight Operations ...... 3-5 Figure 3-3. Possible Replenishment Course in Moderate or Heavy Seas...... 3-5 Figure 3-4. Dangers of Hull Wash ...... 3-7

CHAPTER 4 — COMMUNICATIONS, SIGNALS, AND LIGHTING

Figure 4-1. Visual Flag Hoist ...... 4-2 Figure 4-2. NATO Standard Telephone Connector ...... 4-4 Figure 4-3. NATO Standard Telephone Cable Adapter...... 4-6 Figure 4-4. Transfer Station Marker Box ...... 4-7 Figure 4-5. Distance Line Markings (Daylight Operations) ...... 4-10 Figure 4-6. Distance Line Markings (Night Operations) ...... 4-11 Figure 4-7. Approach and Stationkeeping Lights ...... 4-13 Figure 4-8. Lighting for Night Replenishment at Sea ...... 4-15

ANNEX 4A — STANDARD HAND SIGNALS

Figure 4A-1. Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) . . . 4A-2 Figure 4A-2. Abeam Hand Signals (Paralleled by S/P Phone) (Completion of Operation) . . 4A-6 Figure 4A-3. Abeam Hand Signals (Paralleled by S/P Phone) (Emergency Breakaway). . . 4A-7

CHAPTER 6 — TRANSFER OF LIQUIDS

Figure 6-1. Fueling Check-off List for Tankers ...... 6-3 Figure 6-2. Fueling Check-off List for Customer Ship ...... 6-5 Figure 6-3. NATO Standardized Couplings...... 6-7 Figure 6-4. NATO 1, 178 mm, Abeam, Fuel, Probe and Probe Receiver ...... 6-8 Figure 6-5. Spanwire End Fitting for NATO 1 Probe Fueling Rigs ...... 6-9 Figure 6-6. NATO 2, 152 mm, Astern, Fuel, Breakable-Spool Coupling ...... 6-12 Figure 6-7. NATO 2, 152 mm, Astern, Fuel, Breakable-Spool Coupling Assembly . . . 6-13

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Figure 6-8. NATO 2, Breakable-Spool Coupling “A” End (Breakable Spool, Receiver End) ...... 6-14 Figure 6-9. NATO 2, Breakable-Spool Coupling “B” End (Breakable Spool, Delivery End) ...... 6-15 Figure 6-10. NATO 2, 152 mm Nonferrous Flange for AvGas Fueling ...... 6-16 Figure 6-11. NATO 3, 65 mm, Abeam, Fuel, Receiving Adaptor (Left) and Delivery Nozzle (Right) ...... 6-17 Figure 6-12. NATO 4, 65 mm, Astern, Fuel Couplings...... 6-19 Figure 6-13. NATO 5, 65 mm Bore Hose Coupling Thread ...... 6-20 Figure 6-14. NATO 5, 65 mm, Abeam/Astern, Water, Threaded Couplings ...... 6-21 Figure 6-15. Fuel STREAM Rig — Single Hose With Probe ...... 6-22 Figure 6-16. Inboard Saddle Arrangement ...... 6-25 Figure 6-17. STAR Messenger Attached to Single Probe Fueling Rig ...... 6-26 Figure 6-18. Method of Stopping Support Line to Messenger ...... 6-27 Figure 6-19. Remating Line/Messenger Hook Attachment ...... 6-29 Figure 6-20. Messenger Fairlead to Receiving Ship (Top View) ...... 6-31 Figure 6-21. Latch Indicator Flags ...... 6-33 Figure 6-22. Securing the Hose ...... 6-35 Figure 6-23. NATO Astern Fueling Hose Bridle Assembly ...... 6-37 Figure 6-24. Poly-Pig (Left) and Pig Receiver (Right) ...... 6-40 Figure 6-25. Orifice for Blowdown Air Line ...... 6-41 Figure 6-26. Astern Refueling Station — Delivering Ship ...... 6-42 Figure 6-27. Astern Refueling Station — Receiving Ship ...... 6-43 Figure 6-28. Modification to the NATO Coupling ...... 6-45 Figure 6-29. Instrument Placard...... 6-46 Figure 6-30. NATO 4 Astern RAS (Gunline Method) ...... 6-51 Figure 6-31. F44/F75/F76 — Small Fuel Hose Coupling...... 6-52 Figure 6-32. NATO 4 Hosefitting Receiving End with Bridle (Gunline Method) .....6-53 Figure 6-33. NATO 4 Hosefitting Delivering Ship (No Automatic Winch) ...... 6-54 Figure 6-34. NATO 4 Receiving the Rig ...... 6-55

ANNEX 6A — FUELING BY THE ASTERN METHOD

Figure 6A-1. Fueling Astern by the Float Method — Rig Streamed by Tanker ...... 6A-2 Figure 6A-2. Fueling Astern Reel...... 6A-2 Figure 6A-3. Floats Used in Astern Fueling ...... 6A-3 Figure 6A-4. Hose End Arrangements for Astern Fueling ...... 6A-3 Figure 6A-5. Conical Caps as Fitted to Astern Fueling Rigs ...... 6A-4 Figure 6A-6. Station Keeping During Astern Refueling ...... 6A-5 Figure 6A-7. Grapnel Teams Procedure ...... 6A-7 Figure 6A-8. Fueling Astern — Foc’sle Arrangements Showing Rig Connected.....6A-11 Figure 6A-9. Fueling Astern — Disengaging the Rig ...... 6A-11 Figure 6A-10. Poly-Pig (Left) and Pig Receiver (Right) ...... 6A-13

CHAPTER 7 — TRANSFER OF SOLIDS

Figure 7-1. NATO Standard Long Link Dimensions ...... 7-4 Figure 7-2. Modification to Use Standard Long Link...... 7-5 Figure 7-3. Bulkhead-Mounted Fixed Eyeplate and Long Link ...... 7-5 Figure 7-4. Typical Support Line Arrangement with Standard Long Link ...... 7-6 Figure 7-5. Missile/Cargo STREAM Rig ...... 7-10 Figure 7-6. STREAM Rig Configurations ...... 7-11

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Figure 7-7. Sliding Block ...... 7-12 Figure 7-8. Inhaul and Outhaul Lines Rigged with Winches in Tension Control .....7-13 Figure 7-9. Sliding Padeye and STREAM Trolley with Cargo Adapter Hook ...... 7-15 Figure 7-10. Cargo Drop Reel...... 7-16 Figure 7-11. STREAM Rig with Traveling SURF ...... 7-17 Figure 7-12. STREAM Rig with Messenger-Rigged STAR — Passing the Rig ...... 7-18 Figure 7-13. STREAM Rig with Messenger-Rigged STAR — Hauling into Reception Station ...... 7-19 Figure 7-14. Fixed Eyeplate Arrangement ...... 7-20 Figure 7-15. Carrier Reception Station with STREAM Support Leg...... 7-21 Figure 7-16. STREAM Rig with Hand-Tended Manila Outhaul Line ...... 7-22 Figure 7-17. STREAM Rig with Burton Outhaul Line ...... 7-23 Figure 7-18. Sliding Padeye Reception Station ...... 7-26 Figure 7-19. Cargo Drop Reel Used to Lower Load Delivered to a Fixed Eyeplate or Pendant ...... 7-27 Figure 7-20. Cargo Drop Reel Hook ...... 7-28 Figure 7-21. Handling Palletized Stores as Load Arrives Aboard ...... 7-30 Figure 7-22. Hauling Down on Sling to Get Slack ...... 7-30 Figure 7-23. Returning Empty Pallets to Delivering Ship ...... 7-31 Figure 7-24. Handling Palletized Ammunition ...... 7-32 Figure 7-25. STREAM Rig Head Lowered to Pick Up Heavy Load ...... 7-33 Figure 7-26. Heavy Load Return Using Threefold — Rigging at Delivery Station ....7-35 Figure 7-27. Heavy Load Return Using Threefold — Attaching Load at Receiving Station ...... 7-36

CHAPTER 8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT

Figure 8-1. Personnel Transfer by Manila Support Line Rig ...... 8-3 Figure 8-2. Rigging the Traveler Block for Personnel Transfer ...... 8-6 Figure 8-3. Stokes Litter Rigged for Transfer at Sea ...... 8-7 Figure 8-4. Reception Station Arrangement ...... 8-8 Figure 8-5. Testing Requirements...... 8-9

CHAPTER 9 — VERTICAL REPLENISHMENT

Figure 9-1. Load, Fuselage, and Rotor Clearances ...... 9-10 Figure 9-2. Type 1 Dashed Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area ...... 9-12 Figure 9-3. Type 2 Tee Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area ...... 9-13 Figure 9-4. Type 2A Tee-Ball Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area...... 9-14 Figure 9-5. Type 3 Dual-Tee Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area...... 9-15 Figure 9-6. Type 1 Dashed Rotor-Center Limit-Line Marking and Clearances for VERTREP on Helicopter Flight Deck ...... 9-18 Figure 9-7. Optional Helicopter Pickup Point Marking ...... 9-19 Figure 9-8. Example Circuit for One or Two Helicopters with the Relative Wind from the Port Bow...... 9-20 Figure 9-9. Preparation of Nets, Pallets, and Mk 105 Slings for Return to Replenishment Ship...... 9-23

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ANNEX 9A — STANDARD MARSHALING SIGNALS FOR AIRCRAFT

Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft ...... 9A-1

ANNEX 9B — VERTREP EQUIPMENT

Figure 9B-1. Cargo Sling Extension Strop and Pendant Attachment ...... 9B-2 Figure 9B-2. Cargo Sling, Stirrup, Ring, and Shackle Attachment ...... 9B-3

PART II — NATIONAL INFORMATION

AUSTRALIA

CHAPTER AU2 — SCHEDULING REPLENISHMENT AT SEA

Figure AU2-1. WESTRALIA ...... AU2-6 Figure AU2-2. DURANCE ...... AU2-7 Figure AU2-3. ADELAIDE ...... AU2-8 Figure AU2-4. ANZAC ...... AU2-9 Figure AU2-5. LEAF ...... AU2-10 Figure AU2-6. SUCCESS ...... AU2-11 Figure AU2-7. TOBRUK ...... AU2-14 Figure AU2-8. KANIMLBA...... AU2-15

BELGIUM

CHAPTER BE2 — SCHEDULING REPLENISHMENT AT SEA

Figure BE2-1. BNS GODETIA ...... BE2-4 Figure BE2-2. BNS ZINNIA ...... BE2-5

ANNEX BE9B — VERTREP EQUIPMENT

Figure BE9B-1. Cargo Swing Type SIREN A90 ...... BE9B-2 Figure BE9B-2. Sling Strap Type MEILI AL-1 ...... BE9B-2 Figure BE9B-3. Strap Configuration and Working Load ...... BE9B-3 Figure BE9B-4. Steel Sling ...... BE9B-3 Figure BE9B-5. Connecting Snaphook ...... BE9B-4 Figure BE9B-6. Half Link...... BE9B-5 Figure BE9B-7. Swivel Joint ...... BE9B-5 Figure BE9B-8. Complete Sling Assembly ...... BE9B-6 Figure BE9B-9. Cargo Net ...... BE9B-7

BULGARIA

CHAPTER BX2 — SCHEDULING REPLENISHMENT AT SEA

Figure BX2-1. SMELI...... BX2-4 Figure BX2-2. ATYA ...... BX2-5

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CANADA

CHAPTER CA2 — SCHEDULING REPLENISHMENT AT SEA

Figure CA2-1. PROTECTEUR Class ...... CA2-4

CHAPTER CA6 — TRANSFER OF LIQUIDS

Figure CA6-1. General Arrangement for Replenishment at Sea (AOR 509/510 (Liquids)) (CA Specification) ...... CA6-4 Figure CA6-2. Klein Chicago Gripper (CA Specification) ...... CA6-5 Figure CA6-3. Single Probe Carrier...... CA6-6 Figure CA6-4. Swivel Arm Assembly (CA Specification) ...... CA6-7

CHAPTER CA7 — TRANSFER OF SOLIDS

Figure CA7-1. Tensioned Highline Automatic Transfer Rig (CA Specification) .....CA7-4 Figure CA7-2. Flounder Plate (CA Specification) ...... CA7-5 Figure CA7-3. Traveler Block (CA Specification) ...... CA7-6 Figure CA7-4. Retractable Kingpost and Sliding Padeye (CA Specification) ...... CA7-7 Figure CA7-5. Bulkhead Mounted Sliding Padeye and Retractable Kingpost and Sliding Padeye (HFX Class) (CA Specification)...... CA7-8

ANNEX CA9B — VERTREP EQUIPMENT

Figure CA9B-1. Medium Cargo Hook ...... CA9B-1 Figure CA9B-2. CF Steel Wire Rope Pendant ...... CA9B-2 Figure CA9B-3. CAF 11,520 kg Nylon Rope Pendant ...... CA9B-2 Figure CA9B-4. Cargo Rings, Stirrups, and Shackles ...... CA9B-3

CHILE

CHAPTER CH2 — SCHEDULING REPLENISHMENT AT SEA

Figure CH2-1. LEANDER ...... CH2-4 Figure CH2-2. PRAT ...... CH2-5

DENMARK

CHAPTER DA2 — SCHEDULING REPLENISHMENT AT SEA

Figure DA2-1. FAXE Class ...... DA2-4

ANNEX DA9B — VERTREP EQUIPMENT

Figure DA9B-1. Cargo Hook ...... DA9B-1 Figure DA9B-2. Cargo Pendant (33 cm) ...... DA9B-2 Figure DA9B-3. Cargo Sling (2.4 meters) ...... DA9B-3 Figure DA9B-4. Cargo Ring and Shackle...... DA9B-4 Figure DA9B-5. Cargo Net (2.9 meters) ...... DA9B-5

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FRANCE

CHAPTER FR2 — SCHEDULING REPLENISHMENT AT SEA

Figure FR2-1. MEUSE ...... FR2-4

CHAPTER FR6 — TRANSFER OF LIQUIDS

Figure FR6-1. NATO 1, 178 mm, Abeam, Fuel, Probe and Probe Receiver ...... FR6-2 Figure FR6-2. Spanwire End Fitting for NATO 1 Probe Fueling Rigs ...... FR6-3 Figure FR6-3. Securing the Hose ...... FR6-4 Figure FR6-4. NATO 3, 65 mm, Abeam, Fuel, Receiving Adaptor (Left) and Delivery Nozzle (Right)...... FR6-5 Figure FR6-5. Floats Used in Astern Fueling ...... FR6-6 Figure FR6-6. Hose End Arrangements for Astern Fueling ...... FR6-7 Figure FR6-7. Conical Caps as Fitted to Astern Fueling Rigs ...... FR6-8 Figure FR6-8. Float Assembly, Hose Rig Messenger, and Hose Bridle Assembly (US Specification) ...... FR6-9

CHAPTER FR7 — TRANSFER OF SOLIDS

Figure FR7-1. Cargo Drop Reel...... FR7-2

ANNEX FR9B — VERTREP EQUIPMENT

Figure FR9B-1. Cargo Hook (Hook Type) Dauphin (SA365)/Panther (AS565) (FR) . . . FR9B-1 Figure FR9B-2. Cargo Hook (Strap Type) ...... FR9B-2 Figure FR9B-3. Cargo Slings ...... FR9B-3

GERMANY

CHAPTER GE2 — SCHEDULING REPLENISHMENT AT SEA

Figure GE2-1. SPESSART Class A1442 (AO) ...... GE2-4 Figure GE2-2. WALCHENSEE Class A1424 (AOL) ...... GE2-5 Figure GE2-3. WESTERWALD Class A1435 (AK) ...... GE2-6 Figure GE2-4. GLÜCKSBURG Class A1414 (AFS) ...... GE2-7 Figure GE2-5. FREIBURG Class A1413 (AFS) ...... GE2-8

CHAPTER GE6 — TRANSFER OF LIQUIDS

Figure GE6-1. Spanwire Rig (GE Specification) ...... GE6-2 Figure GE6-2. Close-In Rig (GE Specification) ...... GE6-3 Figure GE6-3. Astern Rig — Gunline Method ...... GE6-7

ANNEX GE9B — VERTREP EQUIPMENT

Figure GE9B-1. Mk 88 Sea Lynx Cargo Hook (GE) ...... GE9B-1 Figure GE9B-2. Mk 41 Sea King Cargo Hook (GE) ...... GE9B-2 Figure GE9B-3. Cargo Pendant (with Swiveling Hook) (GE) ...... GE9B-3 Figure GE9B-4. Cargo Ring and Strap Assembly (GE) ...... GE9B-4 Figure GE9B-5. Cargo Strap Assembly...... GE9B-5

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GREECE

ANNEX GR9B — VERTREP EQUIPMENT

Figure GR9B-1. Cargo Suspension Hook Release Unit ...... GR9B-1 Figure GR9B-2. SIREN A90B Release Unit ...... GR9B-1 Figure GR9B-3. Extension Strop Type Cargo Sling ...... GR9B-2

INDONESIA

CHAPTER ID2 — SCHEDULING REPLENISHMENT AT SEA

Figure ID2-1. KRI FATAHILLAH ...... ID2-3 Figure ID2-2. AO EX ROVER ...... ID2-4 Figure ID2-3. EX VAN SPEIJK ...... ID2-5

ITALY

CHAPTER IT2 — SCHEDULING REPLENISHMENT AT SEA

Figure IT2-1. STROMBOLI (A5327) (AORL) ...... IT2-4 Figure IT2-2. VESUVIO (A5329) (AOL) ...... IT2-5 Figure IT2-3. ETNA (A5326) (AORL) ...... IT2-6

ANNEX IT9B — VERTREP EQUIPMENT

Figure IT9B-1. Cargo Hooks ...... IT9B-1 Figure IT9B-2. Hoisting Sling Mk 105 Mod 0 ...... IT9B-2 Figure IT9B-3. Newco Safety Hook ...... IT9B-3 Figure IT9B-4. Sling, Cargo Net, Nylon Webbing, Type 1...... IT9B-4

JAPAN

CHAPTER JA2 — SCHEDULING REPLENISHMENT AT SEA

Figure JA2-1. JDS SAGAMI ...... JA2-5 Figure JA2-2. JDS TOWADA ...... JA2-6

KOREA, SOUTH

CHAPTER KS2 — SCHEDULING REPLENISHMENT AT SEA

Figure KS2-1. CHUN JEE ...... KS2-6 Figure KS2-2. UL SAN ...... KS2-7 Figure KS2-3. OPKO ...... KS2-8 Figure KS2-4. SIN SUNG...... KS2-9 Figure KS2-5. CHUNG HAE JIN ...... KS2-10 Figure KS2-6. WON SAN ...... KS2-11 Figure KS2-7. EDENTON ...... KS2-12 Figure KS2-8. ALLIGATOR ...... KS2-13

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MALAYSIA

CHAPTER MS2 — SCHEDULING REPLENISHMENT AT SEA

Figure MS2-1. KD HANG TUAH ...... MS2-4 Figure MS2-2. KD SRI INDERA SAKTI ...... MS2-5 Figure MS2-3. KD SRI INDERAPURA ...... MS2-6 Figure MS2-4. KD JEBAT ...... MS2-7 Figure MS2-5. KD KASTURI ...... MS2-8 Figure MS2-6. KD MAHAWANGSA ...... MS2-9 Figure MS2-7. KD MUSYTARI...... MS2-10 Figure MS2-8. KD RAHMAT ...... MS2-11

NETHERLANDS

CHAPTER NL2 — SCHEDULING REPLENISHMENT AT SEA

Figure NL2-1. HNLMS ZUIDERKRUIS ...... NL2-4 Figure NL2-2. HNLMS AMSTERDAM ...... NL2-5

ANNEX NL9B — VERTREP EQUIPMENT

Figure NL9B-1. Cargo Hook ...... NL9B-1 Figure NL9B-2. Cargo Slings ...... NL9B-2 Figure NL9B-3. Stirrup ...... NL9B-3

NEW ZEALAND

CHAPTER NN2 — SCHEDULING REPLENISHMENT AT SEA

Figure NN2-1. ANZAC ...... NN2-5 Figure NN2-2. LEANDER ...... NN2-6 Figure NN2-3. ENDEAVOR ...... NN2-7

PORTUGAL

CHAPTER PO2 — SCHEDULING REPLENISHMENT AT SEA

Figure PO2-1. NRP BERRIO (A5210) ...... PO2-4

ANNEX PO9B — VERTREP EQUIPMENT

Figure PO9B-1. Semi-Automatic Cargo Release Unit, No. 2, Mk 1 ...... PO9B-1 Figure PO9B-2. Extension Strop (2.4 meters) ...... PO9B-2 Figure PO9B-3. Extension Strop (9.1 meters) ...... PO9B-3 Figure PO9B-4. Stirrup and Shackle ...... PO9B-4

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ROMANIA

CHAPTER RO2 — SCHEDULING REPLENISHMENT AT SEA

Figure RO2-1. MARASESTI ...... RO2-5 Figure RO2-2. 265, FRIGATE ...... RO2-6

SINGAPORE

CHAPTER SN2 — SCHEDULING REPLENISHMENT AT SEA

Figure SN2-1. ENDURANCE ...... SN2-5 Figure SN2-2. VICTORY ...... SN2-6 Figure SN2-3. FEARLESS ...... SN2-7 Figure SN2-4. SEA WOLF ...... SN2-8

SPAIN

CHAPTER SP2 — SCHEDULING REPLENISHMENT AT SEA

Figure SP2-1. MARQUES DE LA ENSENADA (AORL) (A11) ...... SP2-4 Figure SP2-2. PATIÑO (AOR) (A14) ...... SP2-5

CHAPTER SP7 — TRANSFER OF SOLIDS

Figure SP7-1. Missile/Cargo STREAM Safe Working Load Weight Graph for AOR PATIÑO (A14) ...... SP7-2

ANNEX SP9B — VERTREP EQUIPMENT

Figure SP9B-1. Cargo Hooks ...... SP9B-1 Figure SP9B-2. Cargo Extension Strop (3 meters) ...... SP9B-2 Figure SP9B-3. Cargo Pendants (4 meters) ...... SP9B-3 Figure SP9B-4. Hoisting Sling ...... SP9B-4 Figure SP9B-5. Shackles ...... SP9B-5 Figure SP9B-6. Cargo Nets ...... SP9B-6 Figure SP9B-7. Cargotainer ...... SP9B-7

SWEDEN

CHAPTER SW2 — SCHEDULING REPLENISHMENT AT SEA

Figure SW2-1. HSwMS GÅLÖ (ARL) (A263) ...... SW2-4 Figure SW2-2. HSwMS LOKE (AKL) (A344) ...... SW2-5 Figure SW2-3. HSwMS UTÖ (ARL) (A261) ...... SW2-6 Figure SW2-4. HSwMS SLEIPNER (AKL) (A343) ...... SW2-7 Figure SW2-5. HSwMS ELDAREN (AOTL) (A237) ...... SW2-8

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TURKEY

CHAPTER TU2 — SCHEDULING REPLENISHMENT AT SEA

Figure TU2-1. TCG AKAR ...... TU2-4 Figure TU2-2. TCG YARBAY KUDRET GÜNGÖR ...... TU2-5 Figure TU2-3. TCG TASKIZAK ...... TU2-6 Figure TU2-4. TCG INEBOLU ...... TU2-7

UNITED KINGDOM

CHAPTER UK2 — SCHEDULING REPLENISHMENT AT SEA

Figure UK2-1. RFA GREY ROVER (AOL A269) (UK)...... UK2-4 Figure UK2-2. RFA GOLD ROVER (AOL A271) (UK)...... UK2-5 Figure UK2-3. RFA BLACK ROVER (AOL A273) (UK) ...... UK2-6 Figure UK2-4. RFA BAYLEAF (AOT A109) (UK) ...... UK2-7 Figure UK2-5. RFA BRAMBLELEAF (AOT A81) (UK) ...... UK2-8 Figure UK2-6. RFA ORANGELEAF (AOT A110) (UK) ...... UK2-9 Figure UK2-7. RFA OAKLEAF (AOT A111) (UK) ...... UK2-10 Figure UK2-8. RFA FORT GEORGE (AOR A388) (UK) ...... UK2-11 Figure UK2-9. RFA FORT VICTORIA (AOR A387) (UK) ...... UK2-12 Figure UK2-10. RFA FORT ROSALIE (AFS(H) A385) (UK)...... UK2-13 Figure UK2-11. RFA FORT AUSTIN (AFS(H) A386) (UK) ...... UK2-14

CHAPTER UK4 — COMMUNICATIONS, SIGNALS, AND LIGHTING

Figure UK4-1. Distance Line Markings (Daylight Operations) ...... UK4-2

CHAPTER UK6 — TRANSFER OF LIQUIDS

Figure UK6-1. Quick-Release Coupling Assembly Mk II (UK Specification) ...... UK6-2 Figure UK6-2. Abeam Fuel Rigs — Tail Piece for Trunk Fueling (UK Specification) . . UK6-6 Figure UK6-3. Abeam Fuel Rigs — Hose End Connections (UK Specification) .....UK6-8 Figure UK6-4. Jackstay Rig (UK Specification) ...... UK6-9 Figure UK6-5. Abeam Fuel Rigs — Assembly of Hoses (UK Specification)...... UK6-10 Figure UK6-6. Abeam Fuel Rigs — Outboard Hose End (UK Specification) ...... UK6-11 Figure UK6-7. Abeam Fuel Rigs — Derrick Rig Reception (UK Specification) .....UK6-12 Figure UK6-8. Jackstay Probe Rig — Probe Receiver Coupling (UK Specification). . . UK6-15 Figure UK6-9. Jackstay Probe Rig — Outboard Hose End (UK Specification) .....UK6-16 Figure UK6-10. Jackstay Probe Rig — Reception Arrangement (UK Specification) . . . UK6-17 Figure UK6-11. Probe Receiver Highpoint Adapted for Reception of Conventional Jackstay or Derrick Fueling Rigs (UK Specification) ...... UK6-18 Figure UK6-12. Large Derrick Rig (UK Specification) ...... UK6-20 Figure UK6-13. Crane Fueling Rig (UK Specification) ...... UK6-22 Figure UK6-14. Assembly of Hoses — Astern Fueling (UK Specification) ...... UK6-25 Figure UK6-15. Astern Rig — Arrangements at Inboard End of Hose (UK Specification)...... UK6-27 Figure UK6-16. Astern Fueling — Tanker Layout (UK Specification) ...... UK6-28 Figure UK6-17. Reception Arrangement (UK Specification) ...... UK6-29 Figure UK6-18. Astern Fueling Hose Bridle Assembly (UK Specification) ...... UK6-31 Figure UK6-19. Astern Sliprope Method of Disengaging ...... UK6-32

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CHAPTER UK7 — TRANSFER OF SOLIDS

Figure UK7-1. Heavy Jackstay Rig (UK Specification) ...... UK7-2 Figure UK7-2. Heavy Jackstay Rig — Fixed Highpoints (UK Specification) ...... UK7-3 Figure UK7-3. Heavy Jackstay Rig — Pivoted Arm Mk 1A (UK Specification) .....UK7-6 Figure UK7-4. Clarke-Chapman Sliding Padeye Rig (UK Specification) ...... UK7-7 Figure UK7-5. Clarke-Chapman Sliding Padeye Rig (Connecting-Up Sequence) (UK Specification) ...... UK7-8 Figure UK7-6. Ammunition Transfer Equipment (UK Specification) ...... UK7-13

CHAPTER UK8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT

Figure UK8-1. Light Jackstay Rig (UK Specification) ...... UK8-2 Figure UK8-2. Light Jackstay Rig — Reception Arrangement (UK Specification) ....UK8-3 Figure UK8-3. Light Jackstay Rig Appliances (UK Specification)...... UK8-4

ANNEX UK9B — VERTREP EQUIPMENT

Figure UK9B-1. Types of Semi-Automatic Cargo Release Unit (SACRU) (UK) .....UK9B-2 Figure UK9B-2. Alternative Method of Manual Release (UK)...... UK9B-3 Figure UK9B-3. Extension Strops (UK) ...... UK9B-4 Figure UK9B-4. Cargo Stirrups, Rings, and Shackles (UK) ...... UK9B-5 Figure UK9B-5. Cargo Lifting Net ...... UK9B-6 Figure UK9B-6. Cargo Lifting Net — Hooking-On Arrangements (UK) ...... UK9B-7 Figure UK9B-7. Typical Single Palnet Load (UK) ...... UK9B-8

UNITED STATES

CHAPTER US2 — SCHEDULING REPLENISHMENT AT SEA

Figure US2-1. KILAUEA Class (AE) (US)...... US2-5 Figure US2-2. FLINT Class (AE) (US) ...... US2-6 Figure US2-3. MARS Class (T-AFS) (US) ...... US2-7 Figure US2-4. SIRIUS Class (T-AFS) (US) ...... US2-8 Figure US2-5. SUPPLY Class (AOE) (US)...... US2-9 Figure US2-6. SACRAMENTO Class (AOE) (US) ...... US2-10 Figure US2-7. KAISER Class (T-AO) (US) ...... US2-11

CHAPTER US6 — TRANSFER OF LIQUIDS

Figure US6-1. Spanwire Weak-Link End Fitting (US Specification) ...... US6-2 Figure US6-2. Hose Saddles (US Specification) ...... US6-7 Figure US6-3. Probe Relatching Tool (US Specification) ...... US6-8 Figure US6-4. Sleeve Retractor (US Specification)...... US6-9 Figure US6-5. Combined Quick-Release Coupling and Valve (US Specification) ....US6-10 Figure US6-6. Terminal Hose Fittings (US Specification) ...... US6-11 Figure US6-7. Astern Fueling Coupling Conical Cap Dimensions (US Specification) . . US6-12 Figure US6-8. Fuel STREAM Double Probe ...... US6-14 Figure US6-9. Double Probe and Receiver ...... US6-15 Figure US6-10a. Single Probe and Double Receiver...... US6-16 Figure US6-10b. Double Probe and Single Receiver...... US6-17

XXXV CHANGE 1 ATP 16(D)/MTP 16(D)

Page No.

Figure US6-11. Spanwire Rig — Single Hose With Breakable-Spool Coupling (US Specification) ...... US6-18 Figure US6-12. Typical Astern Fueling Station Keeping (US Specification) ...... US6-22 Figure US6-13. Float Assembly, Hose Rig Messenger, and Hose Bridle Assembly (US Specification) ...... US6-24 Figure US6-14. Reception Station Rigged for Receiving Astern Rig (US Specification) . . US6-25 Figure US6-15. Configuration of the Grapnel Line (US Specification) ...... US6-27 Figure US6-16. Grappling the Hose Rig Messenger (US Specification) ...... US6-29 Figure US6-17. Securing the Hose Rig (US Specification)...... US6-30 Figure US6-18. Disconnecting the Conical Cap (US Specification) ...... US6-31 Figure US6-19. Conical Cap and Modified B-End of Breakable Spool Coupling (US Specification) ...... US6-32 Figure US6-20. Reception Station Rigged for Fuel Transfer (US Specification)...... US6-33 Figure US6-21. Casting Off the Hose Rig Messenger (US Specification) ...... US6-35 Figure US6-22. Easing Hose Overboard (US Specification) ...... US6-37 Figure US6-23. LST Ready for Streaming Astern Fueling Rig (US Specification) ....US6-38 Figure US6-24. Arrangement of Outboard End of Hose Assembly (US Specification) . . US6-39 Figure US6-25. LST Streaming Astern Fueling Rig (US Specification) ...... US6-42

ANNEX US9B — VERTREP EQUIPMENT

Figure US9B-1. Cargo Hooks (US) ...... US9B-2 Figure US9B-2. Mk 105 Hoisting Sling (US)...... US9B-3 Figure US9B-3. Mk 92 Hoisting Sling (Recovery Pendant) (US) ...... US9B-4 Figure US9B-4. Mk 85, 86, 87, and 100 Tensioner and Pallet Slings (US) ...... US9B-5 Figure US9B-5. Newco Safety Hook (US) ...... US9B-6 Figure US9B-6. Sling, Cargo Net, Nylon Webbing, Class A, Type 1 (US) ...... US9B-7 Figure US9B-7. Mk 105 Hoisting Sling Hooked to Cargotainer (US) ...... US9B-8

XXXVI CHANGE 1 ATP 16(D)/MTP 16(D)

LIST OF TABLES

Page No.

PART I — COMMON INFORMATION

CHAPTER 2 — SCHEDULING REPLENISHMENT AT SEA

Table 2-1. Ready Reference Chart of NATO Standardized Fuels ...... 2-2 Table 2-2. Key to Ship Diagrams in Part II ...... 2-4 Table 2-3. Sample Rigs...... 2-5

ANNEX 2B — CONVERSION TABLES

Table 2B-1. Units of Length ...... 2B-2 Table 2B-2. Units of Weight ...... 2B-2 Table 2B-3. Units of Volume...... 2B-2 Table 2B-4. Approximate Relationships Between Selected Units of Volume and Corresponding Units of Weight...... 2B-3 Table 2B-5. Units of Flow ...... 2B-3 Table 2B-6. Units of Pressure ...... 2B-4 Table 2B-7. Manila/Wire Rope Dimensions in Units of Inches/Millimeters ...... 2B-5 Table 2B-8. Temperature Conversion Table ...... 2B-6 Table 2B-9. Abbreviations ...... 2B-7

CHAPTER 3 — REPLENISHMENT AND MANEUVERING PROCEDURES

Table 3-1. Typical Distances Between Ships for Fueling and Storing Rigs ...... 3-8

CHAPTER 4 — COMMUNICATIONS, SIGNALS, AND LIGHTING

Table 4-1. Signals for Passing the First Line Between Ships ...... 4-3 Table 4-2. Transfer Station Markers (Day and Night) ...... 4-8 Table 4-3. Transfer Station Marker Wands ...... 4-9 Table 4-4. Control Signals ...... 4-12

CHAPTER 6 — TRANSFER OF LIQUIDS

ANNEX 6A — FUELING BY THE ASTERN METHOD

Table 6A-1. Control Signals ...... 6A-4 Table 6A-2. Procedures for Connecting and Disconnecting the Rig...... 6A-8 Table 6A-3. Procedure for Emergency Breakaway ...... 6A-12

CHAPTER 8 — TRANSFER OF PERSONNEL AND LIGHT FREIGHT

Table 8-1. Standard Rigs ...... 8-2

CHAPTER 9 — VERTICAL REPLENISHMENT

Table 9-1. Helicopter/VERTREP Operating Area Categories ...... 9-9

XXXVII CHANGE 1 ATP 16(D)/MTP 16(D)

Page No.

PART II — NATIONAL INFORMATION

AUSTRALIA

CHAPTER AU2 — SCHEDULING REPLENISHMENT AT SEA

Table AU2-1. Rigs Used by Australia ...... AU2-2 Table AU2-2. Australian Ship-Specific Data ...... AU2-4

BELGIUM

CHAPTER BE2 — SCHEDULING REPLENISHMENT AT SEA

Table BE2-1. Rigs Used by Belgium ...... BE2-2

BULGARIA

CHAPTER BX2 — SCHEDULING REPLENISHMENT AT SEA

Table BX2-1. Replenishment Receiving Station Data — SMELI ...... BX2-2 Table BX2-2. Replenishment Delivery Station Data — ATYA ...... BX2-3

CANADA

CHAPTER CA2 — SCHEDULING REPLENISHMENT AT SEA

Table CA2-1. Rigs Used by Canada ...... CA2-2

ANNEX CA9B — VERTREP EQUIPMENT

Table CA9B-1. Cargo Nets...... CA9B-4

CHILE

CHAPTER CH2 — SCHEDULING REPLENISHMENT AT SEA

Table CH2-1. Rigs Used by Chile ...... CH2-2 Table CH2-2. Chilean Ship-Specific Data ...... CH2-3

DENMARK

CHAPTER DA2 — SCHEDULING REPLENISHMENT AT SEA

Table DA2-1. Rigs Used by Denmark ...... DA2-2

FRANCE

CHAPTER FR2 — SCHEDULING REPLENISHMENT AT SEA

Table FR2-1. Rigs Used by France ...... FR2-2

XXXVIII CHANGE 1 ATP 16(D)/MTP 16(D)

Page No.

ANNEX FR9B — VERTREP EQUIPMENT

Table FR9B-1. Cargo Nets ...... FR9B-4

GERMANY

CHAPTER GE2 — SCHEDULING REPLENISHMENT AT SEA

Table GE2-1. Rigs Used by Germany ...... GE2-2

CHAPTER GE6 — TRANSFER OF LIQUIDS

Table GE6-1. Gunline Method — Passing the Gear ...... GE6-5 Table GE6-2. Gunline Method — Disengaging ...... GE6-6

CHAPTER GE7 — TRANSFER OF SOLIDS

Table GE7-1. Ammunition Dimensions and Weights (GE Specification)...... GE7-2

GREECE

CHAPTER GR2 — SCHEDULING REPLENISHMENT AT SEA

Table GR2-1. Rigs Used by Greece ...... GR2-2

INDONESIA

CHAPTER ID2 — SCHEDULING REPLENISHMENT AT SEA

Table ID2-1. Indonesian Ship-Specific Data...... ID2-2

INDIA

CHAPTER IN2 — SCHEDULING REPLENISHMENT AT SEA

Table IN2-1. Indian Ship-Specific Data ...... IN2-2

ITALY

CHAPTER IT2 — SCHEDULING REPLENISHMENT AT SEA

Table IT2-1. Rigs Used by Italy ...... IT2-2

JAPAN

CHAPTER JA2 — SCHEDULING REPLENISHMENT AT SEA

Table JA2-1. Rigs Used by Japan ...... JA2-2 Table JA2-2. Japanese Ship-Specific Data ...... JA2-4

XXXIX CHANGE 1 ATP 16(D)/MTP 16(D)

Page No.

KOREA, SOUTH

CHAPTER KS2 — SCHEDULING REPLENISHMENT AT SEA

Table KS2-1. Rigs Used by Korea ...... KS2-2 Table KS2-2. Korean Ship-Specific Data ...... KS2-4

MALAYSIA

CHAPTER MS2 — SCHEDULING REPLENISHMENT AT SEA

Table MS2-1. Malaysian Ship-Specific Data ...... MS2-2

NETHERLANDS

CHAPTER NL2 — SCHEDULING REPLENISHMENT AT SEA

Table NL2-1. Rigs Used by Netherlands ...... NL2-2

NEW ZEALAND

CHAPTER NN2 — SCHEDULING REPLENISHMENT AT SEA

Table NN2-1. Rigs Used by New Zealand ...... NN2-2 Table NN2-2. New Zealand Ship-Specific Data ...... NN2-4

NORWAY

CHAPTER NO2 — SCHEDULING REPLENISHMENT AT SEA

Table NO2-1. Rigs Used by Norway ...... NO2-2

PORTUGAL

CHAPTER PO2 — SCHEDULING REPLENISHMENT AT SEA

Table PO2-1. Rigs Used by Portugal ...... PO2-2

ROMANIA

CHAPTER RO2 — SCHEDULING REPLENISHMENT AT SEA

Table RO2-1. Replenishment Receiving Station Data (MARASESTI, Destroyer) ....RO2-2 Table RO2-2. Replenishment Receiving Station Data (265, FRIGATE) ...... RO2-4

SINGAPORE

CHAPTER SN2 — SCHEDULING REPLENISHMENT AT SEA

Table SN2-1. Rigs Used by Singapore ...... SN2-2 Table SN2-2. Singapore Ship-Specific Data ...... SN2-4

XL CHANGE 1 ATP 16(D)/MTP 16(D)

Page No.

SPAIN

CHAPTER SP2 — SCHEDULING REPLENISHMENT AT SEA

Table SP2-1. Rigs Used by Spain ...... SP2-2

SWEDEN

CHAPTER SW2 — SCHEDULING REPLENISHMENT AT SEA

Table SW2-1. Replenishment Data Sheet ...... SW2-2

THAILAND

CHAPTER TH2 — SCHEDULING REPLENISHMENT AT SEA

Table TH2-1. Rigs Used by Thailand ...... TH2-2

TURKEY

CHAPTER TU2 — SCHEDULING REPLENISHMENT AT SEA

Table TU2-1. Rigs Used by Turkey ...... TU2-2

UNITED KINGDOM

CHAPTER UK2 — SCHEDULING REPLENISHMENT AT SEA

Table UK2-1. Rigs Used by United Kingdom ...... UK2-2

CHAPTER UK6 — TRANSFER OF LIQUIDS

Table UK6-1 Details of 152.4 mm, Connections, and Adaptors ...... UK6-34 Table UK6-2. Details of 127 mm and 89 mm Hoses, Connections, and Adaptors ....UK6-39 Table UK6-3. Details of 76 mm Bore Hoses, Gasoline — Connections and Adaptors . UK6-40 Table UK6-4. Details of 63.5 mm Hoses, Connections and Adaptors ...... UK6-41

CHAPTER UK7 — TRANSFER OF SOLIDS

Table UK7-1. Ammunition Transfer Loads (UK Specification) ...... UK7-10

UNITED STATES

CHAPTER US2 — SCHEDULING REPLENISHMENT AT SEA

Table US2-1. Rigs Used by United States ...... US2-2 Table US2-2. Hose Sizes and Pumping Rates (US Specification) ...... US2-4

CHAPTER US6 — TRANSFER OF LIQUIDS

Table US6-1. Summary of Float Method — Passing the Gear ...... US6-28 Table US6-2. Summary of Float Method — Disengaging ...... US6-36

XLI CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

XLII CHANGE 1 PART I

COMMON INFORMATION INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER 1 Concept of Replenishment at Sea

0100 Objectives

1. The technique of replenishment at sea (RAS) enables a fleet or naval formation to remain at sea for prolonged periods. RAS is accomplished by means of one or more horizontally oriented rigs that connect the delivering ship with the receiving ship. These transfers may be augmented by vertically oriented transfers that utilize a helicopter.

2. Replenishment operations must be accomplished in conjunction with and in support of the combatant force’s assigned mission or task. The most significant factor to be considered in any planned replenishment is the receiving ship’s ability to use the delivering ship’s rig.

3. The supplying ship’s primary function in a replenishment operation is the efficient transfer of liquid and/or solid cargo. The rate of transfer is controlled by the customer ship’s ability to receive and handle the liquids and solids.

4. The time required for replenishment must be reduced to a minimum consistent with safety of equipment and personnel.

0110 Organization and Command

0111 Officer in Tactical Command

The senior of the two force commanders — the combatant force commander and the replenishment force commander — is the OTC. Although the OTC is responsible for the proper execution of the entire replenishment operation, he should consider the recommendations of the other force commander (see ATP 1/MTP 1, Vol. I). If the replenishment force commander is the OTC, he should generally respect the combatant force commander’s desires as to position and time of rendezvous and the general direction of movement during the replenishment. If the combatant force commander is the OTC, he should carefully consider the replenishment force commander’s recommendation as to replenishment course and speed. The following articles are based on the assumption that the combatant force commander is the OTC.

0112 Replenishment Force Commander

The replenishment force commander is the senior commander or commanding officer of the replenishment ship(s). He is authorized direct liaison with the commander of the force to be replenished and is responsible for:

a. Consolidating cargoes prior to replenishment.

b. Recommending to the OTC a replenishment course and speed for optimum replenishment conditions. He shall advise the OTC of any unusual limitations or characteristics of the ships of his force that might affect the replenishment or influence the sequence of RAS operations.

c. Exercising responsibility for the movement of the replenishment units en route to the rendezvous area and initiating such movement reports as are necessary.

d. Ensuring that units comprising the replenishment group conform with the OTC’s instructions concerning rendezvous, formation, course, speed, communications, and degree of combat readiness.

1-1 ORIGINAL ATP 16(D)/MTP 16(D)

0113 Combatant Force Commander

The combatant force commander is the senior commander or commanding officer of the ships to be replenished. He shall:

a. Select and promulgate rendezvous time and place. This should be done as far in advance as scheduling permits.

b. He should coordinate the combatant force’s RAS requirements; however, he may direct that each ship submit its requirements to an appropriate replenishment ship.

c. Ensure that the agreed sequence of replenishment is promulgated to ships and commands; last-minute changes to a promulgated sequence of replenishment should be avoided.

d. Coordinate carrier on board delivery (COD) flights of passengers, mail, and high priority fleet freight that are received on board the carrier(s) by COD flight for delivery to ships of the task force, or need to be transferred from the task force for COD delivery elsewhere.

0114 Definitions

1. A replenishment unit is defined as a group of ships consisting of one or more delivering ships with one or more receiving ships replenishing and/or ships in waiting and/or lifeguard station.

2. Within a replenishment unit the following definitions apply:

a. Control Ship. The ship controlling the RAS operation of the unit.

b. Unit Guide. The replenishment unit guide.

c. Delivering Ship. The ship delivering the rig(s).

d. Receiving Ship. The ship receiving the rig(s).

e. Approach Ship. The ship making the approach/ship which has made the approach.

f. Supplying Ship. The ship that supplies the item(s) to be transferred.

g. Customer Ship. The ship that receives the transferred items.

3. The RAS Organization. The definitions above are the central factors that control the RAS organization. Unless otherwise ordered, the control ship will be the unit guide and the delivering ship. Where this is not the case, the OTC must designate these tasks to the desired ship. Similarly, the receiving ship will be the approach ship unless otherwise ordered by the OTC.

4. It should be noted that the delivering ship (the ship that provides the rigs) need not necessarily be the supplying ship (the ship that provides the stores).

0115 Civilian Manned Fleet Auxiliaries — Command Relationships

1. The United Kingdom support vessels are provided by the Royal Fleet Auxiliaries (RFAs) and are manned by civilian personnel. Also some Fleet Auxiliaries of the United States Navy and the Federal Ger- man Navy are manned with civilian personnel. A small detachment of U.S. Navy personnel is embarked on the civilian-manned U.S. Navy Fleet Auxiliaries to man communications equipment. These personnel are trained in NATO communication procedures and for the task of RAS.

1-2 ORIGINAL ATP 16(D)/MTP 16(D)

2. When employed on the service of replenishment in a replenishment unit, these ships are to be re- garded as noncombatant fleet units; one of the combatants is to be generally designated as control ship.

0120 Convoy Operations During Naval Control of Shipping

1. In the event of hostilities necessitating implementation of full naval control of shipping and activa- tion of a convoy system as provided for in ATP 1/MTP 1, Vol. I, an initial shortage of replenishment ship support could develop. To preclude this shortage, certain merchant tankers will be provided with a capability to replenish convoy escorts. During peacetime periods, fueling rigs will be maintained at selected and agreed shore locations. As the need arises, these rigs would then be installed in those selected merchant tankers designated by each of the NATO nations.

2. It is also recognized that if hostilities develop, there will be insufficient time to fit costly and elabo- rate fueling rigs, such as the highline or jackstay rigs. For this reason, the astern fueling rig, which is simple to fit, has been chosen for installation in some merchant tankers.

0130 Planning

The overall efficiency of a replenishment operation is dependent upon the thoroughness of the planning phase. When possible, prereplenishment conferences are recommended.

0131 Planning Factors

1. Estimated Requirements. The combatant force commander, or delegated authority, must provide the replenishment force commander with a timely estimate of the combatant force’s liquid and solid cargo requirements.

2. Transfer Rates. Planners should review the capabilities and limitations of all units involved in the RAS operations.

3. Deck Spotting of Nets and Pallets. Replenishment ships with solid cargo should break out cargo just before RAS operations commence. Limitations in available deck space adjacent to the transfer station cause congestion of nets and pallets. A last-minute change in promulgated replenishment sequence will generally introduce a lengthy delay in transfer operations because of remarshaling within the supplying ship and should therefore be avoided if at all possible. Any required changes in order of replenishment should be promulgated as soon as possible.

4. Rigs. The maximum number of rigs available that can be effectively used should be used in order to obtain the maximum cargo transfer rate.

5. Passengers and Mail. The combatant force commander should normally promulgate instructions concerning the dispersal of passengers and mail.

6. EMCON Conditions. In certain situations, replenishment will be planned when EMCON poli- cies preclude radio transmissions. In these circumstances, it will be necessary to pass coordinating information by other means after rendezvous.

7. Fuel and Ammunition. The vessels of some nations (see national data in Part II) are prohibited by national regulations from receiving fuel and ammunition simultaneously, except when there is an imminent operational necessity. Such cases require the approval of the OTC. When approved, these transfers may require that a minimum distance be maintained between reception points.

1-3 ORIGINAL ATP 16(D)/MTP 16(D)

0132 Formulating the Plan

1. RAS Formation. Replenishment formations are described in ATP 1/MTP 1, Vol. I. It is permissible to assign replenishment ships to any station in the RAS formation that may be dictated by the tactical situation. When possible the OTC should advise the replenishment force commander of the RAS course and speed well in advance to permit orderly reorientation of the replenishment force.

2. Movement of Ships within the Replenishment Formation. Receiving ships, especially deep draught ships, should move directly up a column of delivering ships. Alternating different types of receiving ships abeam of a particular delivering ship should be avoided. When possible, delivering ships should receive ships of the same types at the same beam. In heavy weather, consideration should be given to the replenishment course so that shallow draught ships will be on the lee side of deep draught replenishment ships.

0140 Readiness During RAS Operations

1. The readiness of all units during RAS operations is the responsibility of the OTC. It should be kept in mind, however, that replenishing ships need many hands for the handling of rigs and cargo. Moreover, the rigs and the proximity of other ships interfere with the use of sensors and weapons.

2. Freedom of maneuver of the replenishing ships is considerably restricted, and further restrictions induced on course and speed by weather conditions may carry the formation away from the operating area or into more dangerous areas.

3. When forces are sailing in high grades of operational readiness, the need for rapid replenishment is enhanced, and the use of VERTREP and astern fueling instead of abeam methods should be carefully considered.

0150 Using This Publication

1. Part I is intended to provide all of the descriptive and procedural information required for ships and helicopters of different nations to conduct a safe and efficient replenishment at sea. It includes the standard requirements and procedures that have been agreed to by NATO nations.

2. Part II provides national information on requirements and procedures, including descriptions of rigs and procedures that are unique to that nation. Nations should describe their rig or procedure in detail within their national section. Where necessary, nations should provide a statement that amplifies information provided in Part I or documents a difference from information stated in Part I.

3. Information in Part II is organized by national section in alphabetical order, using a two-letter code. Within each national section, information is arranged in chapters corresponding to the sequence of chapters in Part I. Accordingly, paragraphs are prefixed by a two-letter country designator followed by the normal four-digit paragraph number, and figures and tables are prefixed by the two-letter designator followed by the normal figure or table number. To keep cross-referencing simple from a user’s view, paragraphs that comment on material in Part I should use the same paragraph number as in Part I, distinguished from it by the prefixed two-letter country designator.

4. Users of this publication are obliged to study both Parts I and II: Part I for a general understanding of how a replenishment at sea is conducted, and Part II for further information on the replenishment capabilities of individual nations. In practical use when planning a replenishment at sea, the user will rely as much on the tables of rigs and the replenishment ship diagrams in Part II as on the standard requirements and procedures in Part I.

1-4 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER 2 Scheduling Replenishment at Sea

0200 General Considerations

Planning staffs and individual commanding officers of combatant ships are reminded of the following pertinent fueling factors:

a. NATO ships burn a number of fuel types in their respective main propulsion units; examples are F-75, F-76, F-77, and F-44. Table 2-1 gives interchangeability of NATO standardized fuels. It should be noted that distillate fuel of each navy is of different specifications.

b. One particular AO/AOR’s liquid cargo load list may not satisfy all ships in a combatant formation.

c. Receiving ships may require one of a selection of hose end fittings, such as probe, breakable spool coupling, or pigtail for abeam fueling, and the breakable spool coupling for astern fueling.

d. For probe fueling, the end fitting on the support line to be passed by the delivering ship will always be the standard end link for probe fueling, never a pelican hook. For all other replenishment operations (liquid, solids, and personnel), the end fitting on the support line will vary according to the receiving ship’s highpoint fitting. Therefore, receiving ships must specify in OPSTAT RASREQ signals the type of end fitting (i.e., pelican hook or NATO standard link) required on all nonprobe support lines to be passed by the delivering ship. This requirement is to be specified for each applicable reception station on the receiving ship.

e. Under no circumstances should a destroyer or frigate receive from two storeships simultaneously (i.e., one on each side) because of the large turning moment that would be exerted on the warship.

0201 Basic Rules

1. Before a RAS operation can be conducted, information and executive signals must be exchanged between all ships participating in the operation. The operation may range from a full-scale replenishment, to RAS conducted by two ships, or to a simple transfer of mail by helicopter.

2. In every instance, however, command relationships must be understood by all concerned. Atten- tion is therefore directed to ATP 1/MTP 1, Vol. I.

0210 Method for Ordering RAS

The Maritime Tactical Message System (MTMS) provides an improved standard format for ordering replenishment.

0211 Method of Execution

1. MTMS involves the use of five standard signals, as follows, all of which should be classified at least Restricted.

a. OPSTAT RASREQ. For use by a combatant ship to signal its requirements, either direct to the supplying ship or to the OTC. In either case, the requirements must be submitted in a timely fashion.

2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table 2-1. Ready Reference Chart of NATO Standardized Fuels

DETAILS OF NATIONAL USAGE

Boilers Gas Turbines Diesels Normally Acceptable Normally Acceptable Normally Acceptable Used Products Used Products Used Products BE None None F-76 F-75 F-76 F-75 CA F-76 F-75 F-76 F-75, F-44 F-76 F-75, F-44 DA None None F-75 F-76, F-44 F-75 F-76, F-44 FR F-76 or F-75 F-76 F-75 F-76 or None F-77 (Note 1) F-75 GE F-75 F-76 F-75 F-76 F-75 F-76 GR F-77 None F-75 F-76, F-44 F-75 F-76 IT F-76 F-75 F-76 F-75 F-76 F-75 NL F-76 F-75 F-76 F-75 F-76 F-75 NO F-75 F-76, F-44 None None F-75 F-76 PO None None F-76 F-75 F-76 F-75 SP F-76 F-75, F-44 F-76 F-75, F-44 F-76 F-75, F-44 TU F-76 F-75 F-76 F-75 F-76 F-75 UK F-77 None F-76 F-75, F-44 F-76 F-75, F-44 F-76 F-75, F-44 US F-76 F-75, F-44 F-76 F-44, F-75 F-76 F-44, F-75

Note 1 (FR): F-75 is an acceptable substitute for F-76; there is no acceptable substitute for F-77.

b. OPTASK RAS. For use by the OTC to promulgate the replenishment program.

c. OPSTAT RAS. For use by supplying ships to provide customer ships with details of rigs and types of stores that can be delivered from respective transfer stations.

d. OPSTAT UNIT. For use by all ships to promulgate details of transfer stations.

e. OPSTAT CARGO. For use by supplying ships to report cargo remaining to the OTC after an RAS operation and on changing operational control.

2. Details and examples of these RAS signals are provided in APP 4. It should be noted that the use of MTMS RAS signals requires that transfer stations should be numbered.

0220 Accounting Procedures

1. Solids. With the first load, the supplying ship sends a list on prescribed forms in multicopy, which lists the material to be transferred to the customer ship. The customer ship certifies or acknowledges receipt during replenishment or at the earliest time possible. The quantities listed by the supplying

2-2 ORIGINAL ATP 16(D)/MTP 16(D) ship should be accepted by the customer ship. Unresolved discrepancies should be reported through the normal national authorities.

2. Liquids. After replenishment, the supplying ship will notify the customer ship by telephone, receipt form, or other means of communication of the quantities transferred. Amounts of fuel transferred between ships will normally be stated in cubic meters or metric tons. The amount that the oiler/tanker states has been supplied will normally be considered to be correct unless serious discrepancies occur. Unre- solved discrepancies should be reported through the normal national authority.

3. Ships of Different Nations. When ships of different nations are operating together, accounting shall be done in accordance with standard NATO agreements. NATO nations have agreed that all practicable assistance and facilities shall be provided to warships and certain auxiliaries of the NATO navies. Methods of payment, accounting, and associated procedures shall be in accordance with whatever relevant agreement may exist at the time between the parties concerned. Where no financial agreement exists, the normal reimbursement procedures of the supplying nation will be arranged.

0230 Rigs in Use by Nations

When ships of different nations are replenishing, care must be taken that the rigs and end fittings are compatible. If this cannot be done, the sequence of ships replenishing must be planned so as to reduce the number of changes of the hose end fittings to the absolute minimum. Refer to national sections in Part II for information on the replenishment rigs used by participating nations. Annex 2A provides an MS Word format table for use in updating national information.

NOTE

Nations should ensure that rigs and transfer methods shown in the tables are also included in the narrative in Part II.

0240 National Ship Diagrams

Refer to national sections in Part II for information on the replenishment ships, including their transfer station locations and capabilities, employed by participating nations. Table 2-2 provides the key for the symbols used on national ship diagrams in Part II. Table 2-3 provides examples of several sample rigs. Figure 2-1 is a sample of a ship diagram layout that may be used for submitting information. Nations are encour- aged to use the symbols and layout in order to promote uniformity in the manner in which information is presented. Figure 2-2 provides an example of an information page for a fictional vessel to demonstrate how the symbol key and layout might be used. Annex 2A provides an MS PowerPoint format diagram for use in updating national information.

NOTE

· Although ton and cubic meters are widely used, units of measurement for rates and capacities are not standardized.

· Because of the scale of the one-page format, it is not possible to show every hose size graphically, only to indicate larger (178 or 152 mm) and smaller (76 or 65 mm).

· Amplifying information should be provided as narrative in the national Chapter 2 in Part II.

0250 Conversion Tables

Refer to Annex 2B for tables with information on physical units and conversions used in RAS operations.

2-3 ORIGINAL ATP 16(D)/MTP 16(D)

Table 2-2. Key to Ship Diagrams in Part II

Liquids Replenishment Station Fresh/Potable Water Poste de Ravitaillement (Liquides) Eau douce

Solids Replenishment Station Feed Water Poste de Ravitaillement (Solides) Eau d’alimentation

Helicopter Landing Platform Light Station (226 kg) Plateforme pour Hélicoptère Charges légè res (226kg)

Single Hoses Heavy Station (1 or 2 Metric Tons) Manche Simple Charges lourdes (1 ou 2 Tonnes) 178 or 152 mm 76 or 65 mm 178 ou 152 mm 76 ou 65 mm F-75/76 Fuel, Naval F-75/76 Fuel, Naval Reception Station Distillate Distillate Poste de Réception Diesel Fuel/Dieso Diesel Fuel/Dieso Gas-Oil/Gazole Gas-Oil/Gazole

F-77 Fuel, Residual F-77 Fuel, Residual F-75/76 Fuel, Naval Distillate Fuel Oil/Mazout Fuel Oil/Mazout Diesel Fuel/Dieso Gas-Oil/Gazole F-44 Turbine Fuel, Aviation F-44 Turbine Fuel, Aviation Carburant Turbine de Carburant Turbine de F-77 Fuel, Residual Aviation/Carbureacteur Aviation/Carbureacteur Fuel Oil/Mazout F-18/F-22 Gasoline, F-18/F-22 Gasoline, Aviation Aviation F-44 Turbine Fuel, Aviation Essence Aviation Essence Aviation Carburant Turbiné de Aviation/Carbureacteur Lubricating Oil Lubricating Oil Huile Lubrifiant Huile Lubrifiant F-18/F-22 Gasoline, Aviation Essence Aviation Gasoline, Automotive Gasoline, Automotive Essence Essence

Lubricating Oil Fresh/Potable Water Fresh/Potable Water Huile Lubrifiant Eau douce Eau douce

Gasoline, Automotive Feed Water Feed Water Essence Eau d’alimentation Eau d’alimentation

1 METRIC TON = 1 TONNE = 1,000 KILOGRAMS = 2,204 POUNDS (LIVRES) 1 LONG TON = 1.016 TONNES = 2,240 POUNDS (LIVRES) 1 CUBIC METER = 1,000 LITERS = 264.2 U.S. GALLONS

2-4 ORIGINAL ATP 16(D)/MTP 16(D)

Table 2-3. Sample Rigs

Double Hose 178 or 152 mm, Single Hose 178 or 152 mm 1 to 3 Capabilities Manche Simple 178 ou 152 mm Manche Double 178 ou 152 mm, 1 à 3 Possibilités Single Hose 178 or 152 mm, Double Hose 178 or 152 mm, 1 to 3 Capabilities with Single Hose 76 or 65 mm Manche Simple 178 ou 152 mm, Manche Double 178 ou 152 mm, 1 à 3 Possibilités avec Manche Simple 76 ou 65 mm Double Hose 76 or 65 mm Double Hose 178 or 152 mm, Below 178 or 152 mm with Double Hose 76 or 65 mm Manche Double 76 ou 65 mm Manche Double 178 ou 152 mm, Sous 178 ou 152 mm avec Manche Double 76 ou 65 mm

Double Hose 178 or 152 mm Triple Hose 178 or 152 mm Manche Double 178 ou 152 mm Manche Triple 178 ou 152 mm

2-5 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class Name of Ship Type Nom du Bâtiment Pt Number No. de Coque Liquids Replenishment Station Remarks Poste de Ravitaillement (Liquides) Remarques: Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3) Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr) Solids Replenishment Station Poste de Ravitaillement (Solides) Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3) Helicopter Platform Helicopters Maximum Lift Capacity Plateforme pour Hélicoptère Hélicoptères Capacité Maximum de Levage See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure 2-1. Format for Ship Diagram in Part II

2-6 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 2-2. Example Ship Diagram

2-7 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

2-8 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX 2A Replenishment Data Forms

2A100 Instructions for Completion

2A101 Cargo Delivery Station Data Sheet

1. Cargo Delivery Station — Identify delivery station by showing the distance from the bow (in meters).

2. Cargo Delivery Station Location — Enter “Port” or “Starboard,” as appropriate.

3. Maximum Off-Station Angle — Enter the maximum angular offset at which the station can safely operate. Show values for both forward and aft. Consider directly abeam to be zero degrees offset.

4. Rig Attachment Point Height (Waterline) — Show the maximum rig attachment height above the waterline (in meters).

5. Rig Attachment Point Height (Deck) — Show the maximum rig attachment height above the cargo receiving deck (in meters).

6. Normal Rig Support Line Tension — Indicate the tension (in kilograms) at which the rig normally operates.

7. Maximum Rig Support Line Tension — Indicate the maximum tension (in kilograms) at which the rig can safely operate.

8. Rig Support Line Attachment Type — Describe how the rig support line is attached.

9. Rig Support Line Attachment Size — Indicate the size (millimeters) of the rig support line attachment point.

10. Preferred Distance Between Ships — Indicate the distance between ships (in meters) at which you prefer to operate during replenishment.

11. Minimum Distance Between Ships — Indicate the minimum distance between ships (in meters) which you consider safe for replenishment operations.

12. Types of Cargo — Indicate the types of cargo that the station can deliver. For example, refrigerated stores, dry cargo, etc.

13. Maximum Size Load — Show the maximum load dimensions that this station can handle, ex- pressed as length by width by height (meters).

14. Maximum Load Weight — Show the maximum load weight that this station can handle (kilograms).

2A-1 ORIGINAL ATP 16(D)/MTP 16(D) REPLENISHMENT DELIVERY STATION DATA Ship Name: ______receiving deck) etc.) height) (meters) 1 Cargo2 delivery station (meters from bow) Cargo3 delivery station location (port/starboard) Maximum4 off-station angle (degrees forward/aft of attachment point) Rig5 attachment point maximum height (meters above water Rig line) attachment point maximum height (meters6 above cargo Normal7 rig support line tension (kilograms) Maximum8 rig support line tension (kilograms) Rig9 support line attachment type (e.g., pelican hook, Rig link) support line attachment size (millimeters) 10 Preferred11 distance between ships during replenishment (meters) Minimum12 distance between ships during replenishment (meters) Types of cargo that can be13 delivered (refrigerated stores, dry cargo, Maximum size load that station can14 handle (length by width by Maximum weight load that station can handle (kilograms) Item CARGO DELIVERY STATION DATA SHEET

Figure 2A-1. Cargo Delivery Station Data Sheet

2A-2 ORIGINAL ATP 16(D)/MTP 16(D)

2A102 Fuel Delivery Station Data Sheet

1. Fuel Delivery Station — Identify delivery station by showing the distance from the bow (in meters).

2. Fuel Delivery Station Location — Identify delivery station by showing the distance from the bow (in meters).

3. Maximum Off-Station Angle — Enter the maximum angular offset at which the station can safely operate. Show values for both forward and aft. Consider directly abeam to be zero degrees offset.

4. Rig Used — Describe the type of rig used at this fueling station.

5. Normal Rig Support Line Tension — Indicate the tension (in kilograms) at which the rig normally operates.

6. Rig Support Line Attachment Type — Describe how the rig support line is attached.

7. Rig Support Line Attachment Size — Indicate the size (in millimeters) of the rig support line attachment point.

8. Preferred Distance Between Ships — Indicate the distance between ships (in meters) at which you prefer to operate during replenishment.

9. Minimum Distance Between Ships — Indicate the minimum distance between ships (in meters) which you consider safe for replenishment operations.

10. Maximum Distance Between Ships — Indicate the maximum distance at which you can operate during fueling.

11. Number and Sizes of Hoses — Indicate the number of hoses that can be delivered and their sizes (in millimeters).

12. Hose Interface Diameter — Show the interface diameter for each hose (millimeters).

13. Hose Interface Details — Describe the interface (e.g., thread, flange, split clamp) of each hose.

14. Fuel or Liquid Types — Indicate the types of fuel (F44, F76, etc.) or liquid (potable water, boiler feed water, etc.) that the station can deliver.

15. Minimum Pumping Pressure — Show the minimum pumping pressure for each hose at this station (kiloPascals).

16. Maximum Pumping Pressure — Show the maximum pumping pressure for each hose at this station (kiloPascals).

17. Maximum Flow Rate — Show the maximum flow rate for each hose at this station (cubic meters per hour).

2A-3 ORIGINAL ATP 16(D)/MTP 16(D) REPLENISHMENT DELIVERY STATION DATA per hour) 3 Ship Name: ______etc.) 1 Fuel2 delivery station (meters from bow) Fuel3 delivery station location (port/starboard) Maximum4 off-station angle (degrees forward/aft of attachment point) Rig5 used at station Normal6 rig support line tension (kilograms) Rig7 support line attachment type (e.g., pelican hook, Rig link) 8 support line attachment size (millimeters) Preferred9 distance between ships during replenishment (meters) Minimum distance between ships during replenishment (meters) 10 Maximum11 distance between ships during replenishment (meters) Number12 and sizes (millimeters) of hoses that can Hose be13 interface delivered diameter for each hose (mm) Hose14 interface details (e.g., thread, flange, split clamp) Fuel for or each liquid hose type(s) that can15 be delivered by each hose (F44, F76, Minimum16 pumping pressure for each hose (kiloPascals) Maximum17 pumping pressure for each hose (kiloPascals) Maximum flow rate for each hose (m Item FUEL DELIVERY STATION DATA SHEET

Figure 2A-2. Fuel Delivery Station Data Sheet

2A-4 ORIGINAL ATP 16(D)/MTP 16(D)

2A103 Fuel Receiving Station Data Sheet

1. Fuel Receiving Station — Identify receiving station by showing the distance from the bow (in meters).

2. Fuel Receiving Station Location — Enter “Port” or “Starboard,” as appropriate.

3. Maximum Off-Station Angle — Enter the maximum angular offset at which the station can safely operate. Show values for both forward and aft. Consider directly abeam to be zero degrees offset.

4. Rig Attachment Point Height (Waterline) — Show the maximum rig attachment height above the waterline (in meters).

5. Rig Attachment Point Height (Deck) — Show the maximum rig attachment height above the cargo receiving deck (in meters).

6. Attachment Point Maximum Strength — Indicate the maximum strength (test strength) of the rig attachment point (in kilograms).

7. Attachment Point Working Strength — Indicate the safe working strength of the rig attachment point (in kilograms).

8. Attachment Type — Describe how the rig support line is attached.

9. Attachment Point Size — Indicate the size (in millimeters) of the rig support line attachment point.

10. Interface Details — Describe the interface (e.g., thread, flange, split clamp) of each hose.

11. Fuel or Liquid Type(s) — Indicate the types of fuel (F44, F76, etc.) or liquid (potable water, boiler feed water, etc.) that the station can receive.

12. Minimum Pumping Pressure — Show the minimum pumping pressure for each hose at this station (kiloPascals).

13. Maximum Pumping Pressure — Show the maximum pumping pressure for each hose at this station (kiloPascals).

14. Maximum Flow Rate — Show the maximum flow rate for each hose at this station (cubic meters per hour).

2A-5 ORIGINAL ATP 16(D)/MTP 16(D) REPLENISHMENT RECEIVING STATION DATA Ship Name: ______per hour) 3 1 Fuel2 receiving station location (meters from bow) Fuel3 receiving station location (port/starboard) Maximum4 off-station angle (degrees forward/aft of attachment point) Rig5 attachment point height (meters above water line) Rig6 attachment point height (meters above deck) Attachment7 point maximum strength (kilograms) Attachment8 point working strength (kilograms) Attachment9 type (e.g., pelican hook, link) Attachment point size (millimeters) 10 Interface11 details (e.g., thread, flange, split clamp) Fuel12 or liquid type(s) that can be received Minimum (F44,13 pumping F76, pressure etc.) (kiloPascals) Maximum14 pumping pressure (kiloPascals) Maximum flow rate (m Item FUEL RECEIVING STATION DATA SHEET

Figure 2A-3. Fuel Receiving Station Data Sheet

2A-6 ORIGINAL ATP 16(D)/MTP 16(D)

2A104 Cargo Receiving Station Data Sheet

1. Cargo Receiving Station — Identify delivery station by showing the distance from the bow (in meters).

2. Cargo Receiving Station Location — Enter “Port” or “Starboard,” as appropriate.

3. Maximum Off-Station Angle — Enter the maximum angular offset at which the station can safely operate. Show values for both forward and aft. Consider directly abeam to be zero degrees offset.

4. Rig Attachment Point Maximum Height (Waterline) — Show the maximum rig attachment height above the waterline (in meters).

5. Rig Attachment Point Maximum Height (Deck) — Show the maximum rig attachment height above the cargo receiving deck (in meters).

6. Attachment Point Maximum Strength — Indicate the maximum strength (test strength) of the rig attachment point (in kilograms).

7. Attachment Point Working Strength — Indicate the safe working strength of the rig attachment point (in kilograms).

8. Attachment Type — Describe how the rig support line is attached.

9. Attachment Point Size — Indicate the size (in millimeters) of the rig support line attachment point.

10. Distance From Deck Edge — Indicate the distance of the attachment point from the deck edge (in meters).

11. Clear Cargo Landing Area — Show the size of the clear landing area forward/aft of the attachment point (in meters).

12. Maximum Size Load — Show the maximum load dimensions that this station can handle, ex- pressed as length by width by height (meters).

13. Maximum Load Weight — Show the maximum load weight that this station can handle (kilograms).

2A110 Ship Diagram

An MS PowerPoint file is provided to assist nations in submitting the ship diagram in Figure 2-1.

2A-7 ORIGINAL ATP 16(D)/MTP 16(D) REPLENISHMENT RECEIVING STATION DATA Ship Name: ______(meters) 1 Cargo2 receiving station location (meters from bow) Cargo3 receiving station location (port/starboard) Maximum4 off-station angle (degrees forward/aft of attachment point) Rig5 attachment point height (meters above water line) Rig6 attachment point height (meters above cargo receiving Attachment deck) 7 point maximum strength (kilograms) Attachment8 point working strength (kilograms) Attachment9 type (e.g., pelican hook, link) Attachment point size (millimeters) 13 Maximum weight load that station can handle (kilograms) 10 Attachment11 point distance from deck edge (meters) Clear12 cargo landing area size (meters forward/aft of Maximum attachment load point) size that station can handle (length by width by height) Item CARGO RECEIVING STATION DATA SHEET

Figure 2A-4. Cargo Receiving Station Data Sheet

2A-8 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX 2B Conversion Tables

2B100 Physical Units and Conversions

See Tables 2B-1 through 2B-9.

2B-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table 2B-1. Units of Length Table 2B-3. Units of Volume

One inch = 0.0833 feet One barrel (US) = 42.000 gallons (US) 0.0254 meters 34.972 gallons (Imperial) 0.0277 yards 5.6146 cubic feet 158.984 liters One foot = 12.000 inches 0.158919 cubic meters 0.305 meters 0.333 yards One gallon (US) = 0.0238 barrels (US) 0.8335 gallons (Imperial) One yard = 3.000 feet 0.1337 cubic feet 36.000 inches 3.785 liters 0.914 meters 0.00378 cubic meters One meter = 3.281 feet One gallon (Imperial) = 0.02859 barrels (US) 39.372 inches 1.20094 gallons (US) 1.094 yards 0.1605 cubic feet 4.54596 liters 0.00454 cubic meters One cubic foot = 6.289 barrels (US) 7.48052 gallons (US) (US liquid) Table 2B-2. Units of Weight 6.23 gallons (Imperial) 28.32 liters One kilogram = 0.001 metric tons 0.02832 cubic meters 2.20462 pounds 0.001102 short tons One liter = 0.0062 barrels (US) 0.0009842 long tons 0.2642 gallons (US) (US liquid) One metric ton = 1,000 kilograms 0.22 gallons (Imperial) (One tonne) 2,204.6 pounds 0.03531 cubic feet 1.10231 short tons 0.001 cubic meters 0.98421 long tons One cubic meter = 6.288 barrels (US) One pound = 0.45351 kilograms 264.2 gallons (US) 0.000453 metric tons (US liquid) 0.00051 short tons 220.09 gallons (Imperial) 0.000446 long tons 35.31 cubic feet 1,000 liters One short ton = 907.185 kilograms 0.90718 metric tons 2,000 pounds 0.892857 long tons One long ton = 1,016.05 kilograms 1.01605 metric tons 2,240 pounds 1.12 short tons

2B-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table 2B-4. Approximate Relationship Between Selected Units of Volume and Corresponding Units of Weight

UNITS OF WEIGHT UNITS OF VOLUME (60 °F (16 °C)) * Fuel Metric Long Short Liters Cubic Gallons Gallons Barrels Cubic (NATO Ton Ton Ton Meters (US) (Imperial) (US) Feet Spec) (1,000 (2,240 (2,000 kg) lb) lb) Naval 1 0.984 1.102 1,050 1.050 282 230.65 6.59 37 Boiler Fuel 50/50 (F77) Diesel 1 0.984 1.102 1,190 1.190 314 261.80 7.48 42 (F75/76) Distillate 1 0.984 1.102 1,198 1.198 316 263.67 7.53 42.3 Boiler Fuel (F85) JP-5 1 0.984 1.102 1,250 1.250 329 274.40 7.84 44 (F44) AvGas 1 0.984 1.102 1,390 1.390 356 304.85 8.71 49 (F12/18/ 22) Water 1 0.984 1.102 1,000 1.000 269 220.15 6.29 35.3 * See STANAG 1135, “NATO Standardized Fuels” (Revised 1970) for Fuel Specifications.

Table 2B-5. Units of Flow

One gallon US/hr = 0.016667 gallons (US)/min 0.003785 cubic meters/hr One gallon US/min = 60 gallons US/hr 0.2271 cubic meters/hr One cubic meter/hr = 264.2 gallons US/hr 4.43 gallons US/min

2B-3 ORIGINAL ATP 16(D)/MTP 16(D)

Table 2B-6. Units of Pressure kg/cm2 ßpsi or kg/cm2à psi kg/cm2 ßpsi or kg/cm2à psi 0.0703 1 14.2233 3.5857 51 725.39 0.1406 2 28.45 3.6550 52 739.61 0.2109 3 42.67 3.7263 53 753.84 0.2812 4 56.89 3.7966 54 768.06 0.3515 5 71.12 3.8669 55 782.28 0.4218 6 85.34 3.9372 56 796.51 0.4921 7 99.56 4.0075 57 810.73 0.5625 8 113.79 4.0778 58 824.95 0.6328 9 128.01 4.1481 59 839.18 0.7031 10 142.23 4.2184 60 853.40 0.7734 11 156.46 4.2887 61 867.62 0.8437 12 170.68 4.3590 62 881.85 0.9140 13 184.90 4.4293 63 896.07 0.9843 14 199.13 4.4996 64 910.29 1.0546 15 213.35 4.5699 65 924.52 1.1249 16 227.57 4.6403 66 938.74 1.1952 17 241.80 4.7106 67 952.96 1.2655 18 256.02 4.7809 68 967.19 1.3358 19 270.24 4.8512 69 981.41 1.4061 20 284.47 4.9215 70 995.63 1.4764 21 298.69 4.9918 71 1,009.86 1.5467 22 312.91 5.0621 72 1,024.08 1.6171 23 327.14 5.1324 73 1,038.30 1.6984 24 341.36 5.2027 74 1,052.53 1.7577 25 355.58 5.2730 75 1,066.75 1.8280 26 369.81 5.3433 76 1,080.97 1.8983 27 384.03 5.4136 77 1,095.20 1.9686 28 398.25 5.4839 78 1,109.42 2.0389 29 412.48 5.5543 79 1,123.64 2.1092 30 426.70 5.6246 80 1,137.87 2.1795 31 440.92 5.6949 81 1,152.09 2.2498 32 455.15 5.7652 82 1,166.31 2.3201 33 469.37 5.8355 83 1,180.54 2.3904 34 483.59 5.9058 84 1,194.76 2.4607 35 497.82 5.9761 85 1,208.98 2.5310 36 512.04 6.0464 86 1,223.21 2.6014 37 526.26 6.1167 87 1,237.43 2.6717 38 540.49 6.1870 88 1,251.65 2.7420 39 554.71 6.2573 89 1,265.88 2.8123 40 568.93 6.3276 90 1,280.10 2.8826 41 583.16 6.3979 91 1,294.32 2.9529 42 597.38 6.4682 92 1,308.55 3.0232 43 611.60 6.5385 93 1,322.77 3.0935 44 625.83 6.6089 94 1,336.99 3.1638 45 640.05 6.6792 95 1,351.22 3.2341 46 654.27 6.7495 96 1,365.44 3.3044 47 668.50 6.8198 97 1,379.66 3.3747 48 682.72 6.8901 98 1,393.89 3.4450 49 696.94 6.6904 99 1,408.11 3.5153 50 711.17 7.0307 100 1,422.33

2B-4 ORIGINAL ATP 16(D)/MTP 16(D)

Table 2B-7. Manila/Wire Rope Dimensions in Units of Inches/Millimeters

(a) Table of Conversion Values: Inches ßMillimeters/Inchesà Millimeters 0.0394 1 25.40 0.0787 2 50.80 0.1181 3 76.20 0.1575 4 101.60 0.1960 5 127.00 0.2362 6 152.40 0.2756 7 177.80 0.3150 8 203.20 0.3543 9 228.60 0.3937 10 254.00 0.4331 11 279.40 0.4724 12 304.80 (b) Circumference/Diameter Relationships: Circumference in Inches Diameter in Millimeters 216 2-1/2 20 324 3-1/2 28 432 540 (c) Diameter Relationships in Inches/Millimeters Diameter in Inches of Wire Diameter in Millimeters of Wire 3/8 9.5 1/2 13 5/8 16 3/4 19 7/8 22 125

2B-5 ORIGINAL ATP 16(D)/MTP 16(D)

Table 2B-8. Temperature Conversion Table (Sheet 1 of 2)

Celsius ß°F/°Cà Fahrenheit Celsius ß°F/°Cà Fahrenheit -28.89 -20 - 4 - 1.11 +30 +86 -28.33 -19 - 2.2 - 0.55 31 87.8 -27.78 -18 - 0.4 0 32 89.6 -27.22 -17 + 1.4 + 0.55 33 91.4 -26.67 -16 + 3.2 + 1.11 34 93.2 -26.11 -15 + 5 + 1.67 35 95 -25.55 -14 + 6.8 + 2.22 36 96.8 -25 -13 + 8.6 + 2.78 37 98.6 -24.44 -12 +10.4 + 3.33 38 100.4 -23.89 -11 +12.2 + 3.89 39 102.2 -23.33 -10 +14 + 4.44 40 104 -22.78 - 9 +15.8 + 5 +41 +105.8 -22.22 - 8 17.6 5.55 42 107.6 -21.67 - 7 19.4 6.11 43 109.4 -21.11 - 6 21.2 6.67 44 111.2 -20.55 - 5 23 7.22 45 113 -20 - 4 24.8 7.78 46 114.8 -19.44 - 3 26.6 8.33 47 116.6 -18.89 - 2 28.4 8.89 48 118.4 -18.33 - 1 30.2 9.44 49 120.2 -17.78 0 32 10 50 122 -17.22 + 1 +33.8 +10.55 +51 +123.8 -16.67 2 35.6 11.11 52 125.6 -16.11 3 37.4 11.67 53 127.4 -15.55 4 39.2 12.22 54 129.2 -15 5 41 12.78 55 131 -14.44 6 42.8 13.33 56 132.8 -13.89 7 44.6 13.89 57 134.6 13.33 8 46.4 14.44 58 136.4 -12.78 9 48.2 15 59 138.2 12.22 10 50 15.55 60 140 -11.67 +11 +51.8 +16.11 +61 +141.8 -11.11 12 53.6 16.67 62 143.6 -10.55 13 55.4 17.22 63 145.4 -10 14 57.2 17.78 64 147.2 - 9.44 15 59 18.33 65 149 - 8.89 16 60.8 18.89 66 150.8 - 8.33 17 62.6 19.44 67 152.6 - 7.78 18 64.4 20 68 154.4 - 7.22 19 66.2 20.55 69 156.2 - 6.67 20 68 21.11 70 158 - 6.11 +21 +69.8 +21.67 +71 +159.8 - 5.55 22 71.6 22.22 72 161.6 - 5 23 73.4 22.78 73 163.4 - 4.44 24 75.2 23.33 74 165.2 - 3.89 25 77 23.89 75 167 - 3.33 26 78.8 24.44 76 168.8 - 2.78 27 80.6 25 77 170.6 - 2.22 28 82.4 25.55 78 172.4 - 1.67 29 84.2 26.11 79 174.2

2B-6 ORIGINAL ATP 16(D)/MTP 16(D)

Table 2B-8. Temperature Conversion Table (Sheet 2 of 2)

Celsius ß°F/°Cà Fahrenheit Celsius ß°F/°Cà Fahrenheit +26.67 +80 +176 +37.78 +100 +212 27.22 81 177.8 27.78 82 179.6 28.33 83 181.4 40.55 105 221 28.89 84 183.2 29.44 85 185 30 86 186.8 43.33 110 230 30.55 87 188.6 31.11 88 190.4 31.67 89 192.2 46.11 115 239 +32.22 +90 +194 32.78 91 195.8 33.33 92 197.6 48.89 120 249 33.89 93 199.4 34.44 94 201.2 35 95 203 35.55 96 204.8 ° C = 5/9 (° F - 32) 36.11 97 206.6 36.67 98 208.4 ° F = 9/5 (° C + 32) 37.22 99 210.2

Table 2B-9. Abbreviations

lb pound/livre

kg kilogram/kilogramme

m meter/mètre

mm millimeter/millimètre

ft or ' foot

in or " inch

m3 cubic meter/mètre cubique

tonne metric ton

tons long ton (weight)

psi pounds per square inch

kg/cm2 kilograms per square centimeter/centimètre

° F degrees Fahrenheit

° C degrees Celsius

l liter/litre

2B-7 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

2B-8 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER 3 Replenishment and Maneuvering Procedures

0300 Basic Principles

The close coordination required to effect a smooth RAS operation can be achieved only by a clear understanding of the responsibilities of each ship. Standard procedures and good point-to-point communications are essential, especially at night in order to eliminate confusion and speed up operations.

0310 Responsibilities

Attention is invited to the definitions in Article 0114.

0311 The Control Ship

The control ship is normally responsible for:

a. Maintaining steady course and speed.

b. Controlling, in close coordination with the approach ship(s), changes in course and speed ne- cessitated by:

(1) Station keeping on the formation guide or, if the guide, responding to changes signaled by the OTC.

(2) Avoiding navigational hazards or collision.

c. During course changes:

(1) Advising approach ship(s) when rudder is put over for course change and when steady on the new course.

(2) Altering the planned course change in order to steady on an intermediate course.

(3) Advising the approach ship(s) if it appears that a hazardous situation is developing during the turn.

d. Effecting required speed changes. Speed changes should not be made simultaneously with course changes.

e. Making the required readiness (Romeo) signals for approach and transfer in accordance with the flag signals illustrated in Figure 3-1.

f. Displaying the appropriate international signal shapes.

g. Conducting time check with approach ship prior to commencement of approach.

0312 The Approach Ship

The approach ship makes the approach and keeps station on the control ship and is responsible for:

3-1 ORIGINAL ATP 16(D)/MTP 16(D)

REPLENISHMENT REPLENISHMENT APPROACH COMMENCING AS FIRST RECEIVING UNIT GUIDE UNIT GUIDE SHIP READY APPROACH, MESSENGER SHIP HAULS STEADY ON READY FOR TO MAKE APPROACH LINE IS PASSED, DOWN PREP COURSE AND THE APPROACH. APPROACH. SHIP HOIST BOTH HAUL WHEN ALL SPEED. FLIES FLIES ROMEO FLIES ROMEO ROMEO DOWN ROMEO. LINES ARE ROMEO AT CLOSE-UP. AT THE DIP CLOSE-UP. BOTH FLY CLEAR. ON THE DIP (ON (ON RIGGED BRAVO AT THE DEPARTURE RIGGED SIDE) SIDE). FORE IS TRANS- APPROACH FERRING FUEL SHIP CLEARS OR AHEAD AND AMMUNITION. AWAY. FIFTEEN MINUTES BEFORE DISEN- GAGING, THE RECEIVING SHIP HOISTS PREP AT THE DIP. ON COMMENCING TO DISENGAGE AT THE FINAL STATION. THE RECEIVING SHIP HOISTS PREP CLOSE-UP

Figure 3-1. Approach, Riding Abeam, and Departure

3-2 ORIGINAL ATP 16(D)/MTP 16(D)

a. Attaining and maintaining a position relative to the control ship optimum for safe tending and handling of the rigs passed between these ships.

b. Responding to required course or speed changes in close coordination with the control ship and the unit guide to maintain proper station for replenishment.

c. Maneuvering to and from station abeam with due regard to the effect of close approach, high relative speed, and sea and wind on both the approach ship and control ship.

d. Making the required readiness (Romeo) signals for approach and transfer in accordance with the signals illustrated in Figure 3-1.

e. Displaying the appropriate international signals shapes.

f. Furnishing and tending the phone/distance line if a combined phone/distance line is used.

0313 The Delivering Ship

The delivering ship is normally the control ship and will, unless otherwise specified herein or as directed by the OTC, assume the responsibilities of the control ship in addition to the following responsibilities:

a. Making the preparations and carrying out the delivering ship procedures prescribed elsewhere in this publication for the rig to be used or for the situation encountered.

b. Furnishing the rigs, including bolo/gunline, station-to-station phone line/headsets, and the bridge-to-bridge (B/B) phone/distance line and messengers. Exceptions are:

(1) The bolo/gunline is furnished in accordance with Article 0315.

(2) Carriers and cruisers supply and handle manila/synthetic support lines whenever this rig is used with other types of ships. However, between carrier and cruiser or between two cruisers, the delivering ship will furnish all rigs.

(3) Non-aviation ships should, under normal conditions, have aircraft secured in the hangar prior to commencing replenishment.

NOTE

When the receiving ship has a complement of 50 men or less, the delivering ship will pass the zero end of the B/B phone/distance line to the receiving ship instead of the B/B phone/distance line lead messenger.

0314 The Receiving Ship

The receiving ship is ordinarily the approach ship and will, unless otherwise specified herein or as directed by the OTC, assume the responsibilities of the approach ship in addition to the following responsibilities:

a. Making the preparations and carrying out the receiving ship procedures prescribed elsewhere in this publication for the rig to be used or for the situation encountered.

b. Handling all phone lines (if no combined telephone/distance line is used, the phone line, including attached phone, is normally handled by the receiving ship).

c. If carriers or cruisers: furnishing and handling manila/synthetic support lines when this rig is used with other ship types.

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d. If aviation ship (CV, LPH, or LHA) or other type with aircraft deck-loaded: furnishing all bolos/gunlines.

e. Making the disengagement (PREP) signals in accordance with the signals illustrated in Figure 3-1.

0315 Bolo/Gunline

1. The general practice for delivering the bolo/gunline is that the delivering ship fires the gunline to the receiving ship, except when the receiving ship is an aviation ship with aircraft on deck. However, there are factors that may require the receiving ship to fire the gunline to the delivering ship. These factors include:

a. Personnel on deck.

b. Aircraft on deck.

c. Communications/radar antennae.

d. Multiship replenishment.

e. Tactical considerations.

f. Ship structural aspects.

2. Use the OPSTAT RAS message to state which replenishment vessel will deliver the bolo/gunline.

0320 Maneuvering for Abeam Methods

The necessity for working at close quarters makes maneuvering during replenishment a critical operation. Course and speed must be carefully selected to permit the precise maneuvering required of all ships for the approach, station keeping, and departure.

0321 Designating the Control Ship

1. Convention. The ship supplying the product will usually be the delivering ship, the control ship, and the replenishment unit guide.

2. Exceptions. When ships are delivering products to each other, the OTC must specify which ship is the replenishment unit guide, the control ship, and the delivering ship. This will also be specified when the replenishing ship is an RFA.

3. Summary. Unless otherwise specified, the convention of paragraph 0321.1 applies. The OTC must specify the control ship and delivering ship when an ambiguous interpretation of the convention is possible. The OTC may specify exceptions to the convention whenever in his judgment the situation calls for it. Exceptions must be specified sufficiently in advance of the RAS operations to permit the required preparations to be made.

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0322 Selecting Course And Speed

1. The OTC is responsible for selecting and promulgating replenishment course and speed. He should obtain recommendations from replenishment force commanders. The replenishment course and speed should permit ships to maintain station with a minimum of stress on intership rigs.

2. Course Selection.

a. Sea State. The direction and height of swell are the principal considerations in selecting the replenishment course (Figures 3-2 and 3-3). Heavy seas adversely affect the replenishment operation. Increased rolling and pitching, with high waves breaking over low freeboard ships, add to the difficulties of station keeping and line handling and may cause excessive strain on intership rigs.

Figure 3-2. Replenishment Course to Permit Figure 3-3. Possible Replenishment Course in Flight Operations Moderate or Heavy Seas

(1) During heavy weather, a course with the sea will moderate these adverse effects and may permit replenishment when it otherwise would be impossible.

b. Wind Conditions. Although not as significant as sea state, wind conditions must be considered when selecting replenishment course.

(1) Relative wind velocity should be as low as the tactical situation permits. High relative winds, especially in cold and rainy weather, will quickly fatigue exposed personnel and increase replenishment time. Therefore, a downwind heading may be preferable.

(2) Under other conditions, heading into the wind may be more desirable. It may permit carriers to conduct flight operations at replenishment course and speed (Figure 3-2). Also, steaming with the wind one or two points on the port bow provides a lee for destroyer-type ships replenishing to starboard of larger ships. Figure 3-3 indicates the alternate method of steaming down seas.

(3) Certain destroyer-type ships with large deck houses aft tend to yaw badly with high winds (above 30 knots) from abaft the beam.

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c. Special Considerations for the LST.

(1) Replenishment course with the sea rather than into the sea is usually best for the LST. Such a course:

(a) Affords better ship control.

(b) Keeps yaw and pounding to a minimum.

(2) A replenishment course into seas above state 2 requires reduced speed to avoid severe pounding caused by the blunt bow.

(3) The sail effect of the high freeboard on the LST produces rapid leeway but does not appre- ciably affect maintaining an ordered course.

(4) During replenishment operations involving LSTs and ships with similar maneuvering characteristics (i.e., position of conning station, shallow draft, etc.), two distance lines may be employed. The lines will be located on those ships as follows:

(a) As far forward as possible to allow an unobstructed view by the conning officer.

(b) In the vicinity of the bridge in view of the conning officer.

(5) The delivering ship will provide all rigs required, station-to-station phone line, and forward distance line. The receiving ship will provide the after bridge-to-bridge phone and distance line following the procedure outlined in Article 0314. Both distance lines must be passed in such manner as to allow the zero end to be secured to the outermost rail of the delivering ship and must be tended on the receiving ship.

3. Speed Selection. A replenishment speed between 10 and 16 knots is usually advisable. How- ever, weather conditions influence the selection of replenishment speed just as they do the selection of replenishment course. Under all conditions, a ship must make sufficient speed to maintain steering control. Speeds of less than 8 knots are not advisable because of reduced rudder effect.

a. Sea State and Wind. The speed of the waves on a downwind course must be carefully considered in choosing the replenishment speed. If the replenishment speed is equal to or close to the speed of the waves, shallow draft ships will “surf,” that is, slide down the waves making station keeping erratic; while all ships will experience some difficulty in maintaining course due to yawing. To preclude these two problems, a speed must be chosen that is 3 or 4 knots greater or less than the speed of the waves, bearing in mind that a minimum of 8 knots must be maintained for steerageway. Often a change of as little as 1 knot in replenishment speed can overcome these problems.

b. Pressure Effect. The interaction because of the proximity of other ships is greatly increased in shallow water. (See Figure 3-4.)

c. Station Keeping. To allow a margin for station keeping, speed should not exceed 1 knot less than the maximum speed available under replenishment conditions for the delivering ship, nor 2 knots less than the receiving ship’s maximum speed, whichever is the lesser.

d. Shear Current. A shear current is a line of water with a small boundary layer between dif- fering sets/drifts, similar to a tidal rip. The north wall of the Gulf Stream is a good example of a location where shear currents can be found. If a shear current is encountered suddenly from still

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Figure 3-4. Dangers of Hull Wash

water, it can produce a heading change of 10° in ships as large as CVs in a short period of time. Ship handlers should be aware of shear currents and take special precautions to avoid them during underway replenishment, as they may cause ship handling difficulties while alongside.

0323 Approaching and Maintaining Station

1. Distance Between Ships.

a. Sufficient distance between ships must be maintained to ensure that replenishment can be accomplished with safety and efficiency. The proper distance depends on:

(1) Wind and sea conditions.

(2) Size and type of ships.

(3) Ability of ships to maneuver while abeam.

(4) Type of transfer rig.

(5) Depth of water.

(6) Replenishment speed.

b. The distances for the various types of rigs are given in Table 3-1. In addition to the normal working distances, the maximum ship separation for the type of rig is given. On ships that have protrusions extending outward from the hull, the distance is measured from the outermost protru- sion, perpendicular to the centerline. Whenever tensioned and nontensioned rigs are used together in a RAS operation, the distance between ships should not exceed that specified for the nontensioned rig.

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Table 3-1. Typical Distances Between Ships for Fueling and Storing Rigs

TYPE OF REPLENISHMENT RIG MISSILE/ MANILA/ NONTEN- DERRICK FUEL CARGO SYNTHETIC SIONED RIG STREAM STREAM SUPPORT SPANWIRE (6) (1) (2) (3) LINE (4) (5) FUELING SHIP TYPE Meters Meters Meters Meters Meters Meters Destroyers 24 to 61 24 to 30 24 to 55 24 to 30 37 to 43 18 to 24 and Normal Normal Normal Normal Normal Normal Smaller 91 55 61 55 61 30 Maximum Maximum Maximum Maximum Maximum Maximum

Cruisers 24 to 61 24 to 37 24 to 55 24 to 37 37 to 43 and Normal Normal Normal Normal Normal Larger 91 61 61 61 61 Maximum Maximum Maximum Maximum Maximum

Aircraft 30 to 61 30 to 43 24 to 55 30 to 43 37 to 43 Carriers Normal Normal Normal Normal Normal

91 61 61 61 61 Maximum Maximum Maximum Maximum Maximum

Notes: (1) Minimum separation of 43 meters required during tensioning. (2) STREAM: Standard Tensioned Replenishment Alongside Method. (3) Includes all UK heavy jackstay rigs. (4) Includes UK light jackstay rigs. (5) Includes US Burton rig. (6) Includes all UK jackstay fueling rigs. (7) Includes UK crane rig.

2. Depth and Speed Considerations.

a. In those instances wherein operational considerations require replenishment in water less than 64 meters (35 fathoms), the distance between ships should be increased as the water becomes more shallow.

b. Distance between ships should be increased as speed increases; at speeds above 15 knots, distance should be near the maximum.

3. Sea State. When ships are yawing excessively, the distance between ships should be near the maximum allowable distance shown in Table 3-1.

4. Location of Transfer Station. If all transfer stations are located on the quarter of a large ship, the distance between ships conducting replenishment should be maintained near the upper recommended limit because of the forces that tend to draw ships together. This is particularly important when the ship abeam is a destroyer or other small ship.

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5. Approach.

a. Adequate lateral separation must be ensured during the approach, particularly when the bow of the receiving ship passes the stern of the delivering ship. If the separation is not adequate at this stage, there is a risk of collision since the water pressure differential causes the bow of the receiving ship to veer in toward the delivering ship. In addition, when in shallow water, the relative speed should be reduced since shallow water increases the water pressure differential effect.

b. Normally the median ship separation should be used for the approach. Adequate ship separation is even more vital at night and when reduced visibility impairs accurate judgment of distance. When steering by magnetic compass, the approach must be wider than would normally be required using a gyrocompass. Conning officers and helmsmen must be alert for the magnetic compass swing toward the other ship that occurs when coming into station abeam.

c. Approach procedures are:

(1) Delivering ship signals when ready to receive a ship abeam (Figure 3-1).

(2) Approach ship, when ready for RAS at designated stations, commences approach and hoists Romeo close-up.

(3) Approach ship slows so as to be moving at replenishment speed when in position abeam. (Use of high approach speeds and/or backing bells/astern power should only be used if weather conditions are favorable and personnel are proficient.) If a waiting station on the beam of the delivering ship has been ordered, the approach ship steers slowly inwards to close the distance. Radical course changes should not be made.

(4) The delivering ship sends over the messengers and station-to-station telephone lines with attached phone as soon as practicable. The delivering ship also passes the bridge-to-bridge combined phone/distance line with phone.

(5) When ships are in proper relative position, transfer rigs are passed and hooked up. During this operation, the approach ship may be closer in than the optimum distance to speed the hooking up.

(6) If the delivering ship has to steer by magnetic compass, it is advisable to station a ship ahead for her to steer on.

6. Maintaining Station. Maintaining station abeam of the delivering ship requires precise maneuvering on the part of the receiving ship. Steaming too close restricts maneuverability, and steaming too far apart puts an undue strain on the rigs. Steaming too close also increases the turbulence between the ships. In the case of loaded oilers, this can throw seas onto the tank deck and endanger personnel who must work there.

a. Pressure Effects.

(1) When underway, there are areas of increased water pressure at the bow and stern of a ship and decreased pressure (suction) amidships as the result of the differences in velocity of the flow of water around the hull.

(2) When ships are abeam of each other underway, this venturi effect is increased and becomes further complicated because of the intermingling of the pressure areas. These effects vary with the distance between ships, size and configuration of ships, speed, and depth of water.

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(3) When ships of the same size are abeam, the best position is exactly at 90°. If the approach ship is considerably smaller than the delivering ship, the former should remain between the bow and stern pressure areas.

(4) Figure 3-4b shows ships that are in dangerous positions because they are being acted on by radically different pressures. Changes in relative positions will impose rapid changes in the pressure effects on their hulls. Either ship position may require quick rudder action by the smaller ship. The hazard is increased if speed is reduced. Radical speed changes will further ag- gravate the situation.

(5) Replenishment operations are usually conducted in relatively deep water. In shallow water, pressure effects are more pronounced and extra care is required in maneuvering. b. Steering Control.

(1) To maintain station while abeam, a small amount of rudder is usually necessary. However, the amount of rudder required will vary with the size and load of both ships, sea and wind conditions, speed, and ship separation and types of rigs used.

(2) When receiving a constant tension rig, all receiving ship conning officers (and especially conning officers of destroyers and shallow draft ships such as LST and MSO types) must be constantly alert to avoid being drawn in toward the control ship while maintaining station abeam. Additionally, the conning officers of both the control and approach ship(s) must be constantly alert to the relatively instantaneous impact on ships’ heading when tension is initially applied and after completion, when tension is released. After all rigs are tensioned, the control ship’s conning officer may need to carry some amount of relatively steady rudder angle to maintain the prescribed course. Likewise the conning officer of the ship(s) maintaining station abeam the control ship may find it necessary to carry some amount of rudder and, in many instances, may need to steer a slightly different heading from the prescribed course to maintain proper distance abeam.

(3) The need for and degree of rudder angle the receiving ship will carry will depend, princi- pally, on the location(s) of the constant tension rig reception station(s) relative to the receiving ship’s center of rotation (pivot point). However, once tension has been applied on all constant tension rigs, station keeping abeam usually will require fewer rudder angle and engine order changes to maintain proper position than is required when receiving by nontensioned rigs with their attendant transient force applications. An exception to this statement is the “tension/ detension” method where the sudden and repetitive application and release of side force will require prompt and frequent rudder changes.

(4) A control ship with receiving ships hooked up on both sides will probably carry a different amount of rudder angle than with only one ship abeam. Consequently, the control ship’s conning officer and helmsman must be prepared for rudder angle changes occasioned by initial tensioning and eventual detensioning on one side while replenishing continues on the other side. The control ship’s conning officer, additionally, must alert the conning officer of the ship continuing abeam to be prepared for a possible change in the amount of rudder angle carried when rigs to a ship at the other beam are tensioned or detensioned.

(5) When constant tension rigs are used, the control ship should recommend a minimum distance for ship separation considered safe for the receiving ship when tension is first applied, considering wind, sea, and location of the rigs, and should notify the receiving ship’s bridge and station personnel via sound-powered phones when tension is to be applied. In no case should the ship be closer than 30 meters when tensioning. When tension is to be released, the conning officers should again agree on a desired ship separation.

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(6) A greater amount of rudder usually is required when ships ride closer together than 24 meters. As a result of such increased rudder, speed is reduced. This complicates the problem of maintaining station. Should a steering casualty occur at such a time, the possibility of being “drawn in” by the combination of screw suctions, the pull of tensioned lines, and excessive use of rudder will increase the probability of collision.

c. Coordination Between Ships.

(1) It is imperative that communications and liaison be maintained between respective conning officers. Bridge-to-bridge phones are essential for this purpose. If the control ship changes course or speed or encounters difficulty in steering, the approach ship must be notified immediately. The conning officer can best maintain proper distance between ships and adjust his relative fore and aft station if he takes up a position where he can observe his own ship’s heading, the gyro compass, the rudder angle indicator, and the relative motion of the two ships. Radical changes in course or speed should be avoided. Refer to ATP 1/MTP 1, Vol. I, paragraphs 2242 and 2243, for course and speed signals during RAS operations.

(2) A large combatant ship coming abeam of a delivering ship may cause a change of speed by as much as 1 knot and will also, unless compensated for, affect the delivering ship’s head. The replenishment ship must be alert for this effect so that proper ship’s head may be maintained. No compensation will be made by the delivering ship for this effect on speed, but it must be compensated for by the ships abeam of the delivering ship.

0324 Departure from Station

1. On completion of replenishment (Figure 3-l) the receiving ship:

a. Directs course outboard in small steps in 2° or 3° increments.

b. Increases speed moderately (3 to 5 knots) and clears ahead.

2. Radical changes in speed and course must be avoided since the propeller wash can adversely affect the steering of the control ship and may cause a dangerous situation to develop if another ship is abeam.

3. When a large ship departs, the conning officer of the control ship and the ship abeam should be prepared for an increase in speed of own ship as it is freed from the dragging influence of the other ship and also to compensate for the effect on ship’s head. (See paragraph 0323.6a.) Ships departing from abeam should avoid passing close to another replenishing unit, particularly at high speed or with maneuvers that could embarrass the replenishment unit.

0330 Maneuvering for Astern Methods

The transfer of liquids can also be done by astern methods. These are the float method and the gunline method.

0331 Float Method

1. Approach.

a. When the tanker (the delivering ship) is steady on the replenishment course and speed, she will hoist Romeo at the dip on the side the hose will be streamed.

b. The receiving ship takes station about 450 meters astern of the delivering ship.

c. When ready to close she will hoist Romeo at the dip.

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d. When the delivering ship is rigged and ready, she will hoist Romeo close up.

e. The receiving ship hoists Romeo close up and then starts the approach. She increases speed 3 to 5 knots and moves up to the hose line float. She grapples the hose line and brings the hose on deck.

2. Station-Keeping Speed.

a. Station is kept with the bridge near the marker buoy. The bight in the hose should be neither too short nor too long to prevent excessive strain on the hose. When approaching, care should be taken not to hit the hose with the ship’s bow, as this will almost certainly damage the hose.

b. The replenishment speed must generally not exceed 12 knots, as higher speeds will constrict the passage of the fluid and can damage the hose.

3. Factors to be Considered. The following factors should be considered for choosing the astern method for fueling:

a. It gives an extra fueling capability to the tanker.

b. Specially equipped merchant ships can stream the astern rig only.

c. It is less critical as far as station keeping is concerned and may at times be the best method for unwieldy or small ships.

d. In situations of increased threat it leaves the combat ship less restricted in the use of sensors and weapons.

e. In very shallow water, astern replenishment may be the only safe method of obtaining fuel.

0332 Gunline Method

1. When a tanker (the delivering ship) is steady on the replenishment course and speed, she will hoist Romeo at the dip on the side from which the hose will be streamed.

2. The receiving ship takes station about 450 meters on the delivering ship’s quarter and makes ready to close and come to the tanker’s quarter in order to receive the gunline and attached messenger.

3. When the delivering ship is ready and rigged, she will hoist Romeo close up.

4. The receiving ship hoists Romeo close up when she starts the approach. She increases speed 3 to 5 knots and moves to a station about 45 meters on the delivering ship’s quarter.

5. The gunline is fired in accordance with Article 0315 and the receiving ship hauls in the gunline and messenger. Then she drops back to station and hauls in the hose line and the hose.

6. On disengaging, care must be taken to tie the hose line to the recovery line.

0333 Altering Course and Speed when Fueling Astern

1. Course. Alterations of course during astern fueling operations are sometimes difficult; however, it may become tactically necessary to alter course during such an operation.

a. It is the responsibility of the tanker to keep the escort informed of any alterations in course and speed. In the event of a major course change, the entire force should change course in 20° steps, with each fueling unit (tanker and astern replenishing ship) accomplishing each step in 5°

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increments. The tanker is the controlling ship for this maneuver. When the OTC signals to alter course 20°, the master of the tanker will do the following:

(1) Indicate commencement of each 5° increment by waving a flag (red for port turns, green for starboard turns) in a circular motion above his head.

(2) Hold the flag steady while the ship is swinging to the new course.

(3) Wave the flag up and down when steady on each new 5° increment.

(4) Hold the flag in the horizontal position, arm outstretched, on completion of the last 5° increment.

b. The escort commander will execute similar signals to indicate the movements of his ship. Dur- ing the course change, the escort will maintain her relative position astern by careful use of engine and rudder. The escort commander should not order any subsequent alteration of 20° until he is sat- isfied that all units have steadied on the previously signaled course.

2. Speed. Alterations in speed by the tanker should be made in increments of one knot. The escort keeps very accurate station on the quarter of the tanker by keeping her bridge abreast a marker buoy towed by the tanker, and by staying about 12 meters clear of the tanker’s wake. While picking up the hose, speed should be not more than 10 knots.

0340 Replenishment of Towed Array Ships

1. The towed array (TA) ship normally operates at a distance from other ships and it would be detri- mental to its mission if it were to depart its patrol area for replenishment. If support ship numbers allow, the delivery boy procedure for replenishment is an option. In this case, the supplying ship joins the TA ship. The TA ship becomes guide and the supplying ship closes from forward of the beam, taking station two cables on the beam of the TA ship. When in station, the supplying ship assumes guide and the TA ship makes a slow approach either to the abeam or stern station. Minimum alterations of course and speed will be made if the TA ship is in contact.

2. Variations to this procedure can be agreed by the participants. The guiding principle is the need to maintain a TA contact or achieve an effective search.

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INTENTIONALLY BLANK

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CHAPTER 4 Communications, Signals, and Lighting

0400 Radio Communications

1. Electronic emission control conditions permitting, HF and/or UHF radio transmissions between supplying and customer ships are generally used prior to all replenishments for coordination and supply of requirements to the supplying ships. Moreover, UHF transmissions may be necessary or desirable during the actual RAS operation.

2. The decision to transmit on HF or UHF depends upon the OTCs, EMCON requirements, and pol- icy. As a general rule, supplying and customer ships should restrict radio transmissions to a minimum and use only secure nets, so as to deny an extra electronic source of useful information.

3. Portable radios, often described as “walkie-talkies,” are used by some nations for station-to-station communications. Under certain propagation conditions, transmission range could exceed line-of-sight range. Their use should be authorized by only the OTC or replenishment force commander.

0410 Special Operations Shapes/Lights and Flag Signals

0411 Special Operations Shapes/Lights

1. In peacetime, the ships engaged in RAS shall exhibit lights and shapes according to Rule 27 of the International Regulations for the Prevention of Collisions at Sea. If it is foreseen that one or more of these lights hamper safe execution of deck or bridge duties then temporarily dimming or even extinguishing of the lights is recommended (i.e., stern light blinds approach ship or side light on engaged side blinds look-out and officer of the watch). All ships must be prepared, however, to turn on task lights (as required by the International Regulations for Prevention of Collisions at Sea) if the replenishment formation is ap- proached by other shipping. All additional instructions for shapes and lights should be promulgated in the OPTASK RAS.

2. The special operations day shapes should be displayed from one-half hour prior to sunrise until one-half hour after sunset. The special task operations lights will be displayed from sunset to sunrise. Thus both task lights and day shapes will be displayed during the periods of dusk and dawn.

3. The special operations shapes/lights are to be hoisted/switched on when the first line is passed and hauled down/switched off when the last line is returned. However, these shapes/lights may be shown earlier at the commanding officer’s discretion, depending on the situation.

0412 Flag and Flashing Light Signals

Refer to Figure 4-1 for visual flaghoist signals.

By night the morse equivalents of ROMEO and PREP may be flashed four times without call or ending during replenishment operations, using the following colored lights, as appropriate.

WHITE LIGHT Signal at the Dip.

RED LIGHT Signal Close-Up.

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SIGNAL MEANING SIGNAL MEANING

CONTROL SHIP (Abeam APPROACH SHIP (Astern Method) Method)

At the dip: Am steady on At the dip: Am ready to close R course and speed and am R and take hose. preparing to receive you Close up: Am commencing on side indicated. approach. Close up: Ready to receive Displayed on side hose is be- Hauled down: Hose grappled you on side indicated. ing received and in hand on deck. Displayed on fore yardarm Hauled down: When on side rigged messenger is in hand. At the dip: Expect to disen- CONTROL SHIP (Astern gage in 15 minutes. Method) Close up: Am disengaging PREP at final station. R At the dip: Am steady on Hauled down: All lines are course and speed and am clear. preparing to stream hose on this quarter. Displayed at the outboard Close up: Am ready for your yardarm approach. Displayed on side hose is be- Hauled down: Hose is on ing streamed deck of receiving ship. Close up: Transferring fuel or explosives. APPROACH SHIP (Abeam At the dip: Temporarily Method) B stopped transfer. R Hauled down: Transfer At the dip: Am ready to come completed. abeam. Close up: Am commencing approach. Displayed where best seen Displayed on fore yardarm Hauled down: When on side rigged messenger is in hand.

Figure 4-1. Visual Flag Hoist

0413 Passing the First Line Between Ships

Signals associated with the passing of the first line between the delivering and receiving ships are given in Table 4-1. Either a red paddle (day) or a red wand (night) will be used to indicate where the gunline should be passed. The bolo/gunline is passed in accordance with Article 0315.

0414 Emergency RAS Signals

For details of emergency flag signals and emergency sound signals, see ATP 1, Vol. II (Emergency section). See also Chapter 5 of this publication.

0420 Sound-Powered Telephones and Electric Megaphones/Loudhailers

0421 Sound-Powered Telephones

1. Sound-powered transmissions between delivering and receiving ships on two-conductor cables are integral elements of abeam replenishment operations. During replenishment, the provision of sound-powered telephone/headset bridge communication is mandatory; station to station is highly desirable. The delivering ship provides the transmission system. If a combined telephone/distance line is used, the receiving ship provides this line for station keeping and bridge-to-bridge communication.

2. The following operational procedures are to be observed by the appropriate ship:

a. Monophones/headsets/telephone jacks are to be enclosed in plastic or canvas bags during the passing and recovery phases of replenishment operations.

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Table 4-1. Signals for Passing the First Line Between Ships

WHISTLE SIGNAL BY MEGAPHONE (At Station by Petty MEANING (Voice) Officer in Charge) ONE BLAST “Stand By” Prepare to receive my gunline, bolo line, or heaving line. We are ready to receive your gunline, bolo line, or heaving TWO BLASTS “Ready” line. All personnel have taken cover. THREE BLASTS “Lines Passed” When originated by delivering ship — All lines have been passed.

“Lines Lost” When originated by receiving ship — Line lost. Pass another line. (Commence cycle with one blast.)

b. Phone lines should be tended by hand to prevent undue wear and tear or loss of sound-powered communications caused by cable breaks.

c. Monophones/headsets should be manned during replenishment operations. Communication personnel should not attach telephone headsets or chestsets to their bodies by means of a strap or harness. Observance of the latter procedure should reduce the possibility of personnel injury when ships surge or separate rapidly.

0422 Establishing Sound-Powered Communications

1. By Day. When sound-powered communications cannot be established even though both stations are apparently manned, the person at the station tending the phone line shall initiate a “test signal” by positioning his arms over his head to form a “steeple.” Both stations will then connect hand test sets to their respective station terminals. If communications cannot be established, the phone line should be replaced. Station personnel returning the equipment to the originator will tend it by messenger line to prevent immersion between ships. (Refer to Article 0440.)

2. By Night. If sound-powered communications cannot be established within a reasonable period of time after the telephone lines have been passed, the “test signal” can be initiated using two green wands. (Refer to Article 0440.)

0423 Electric Megaphones

Megaphones may be used during the approach phase and during the period sound-powered phone lines are being passed. They may also be used as a standby means of communication if unable to establish communication by any other means.

0424 Telephone Connectors

1. The NATO Standard Telephone Connector, Figure 4-2, is employed on telephone lines used during abeam RAS operations by NATO navies. The connector provides a standardized interface for connections between ships of different NATO countries. Each nation uses an adapter between its own national connector and the NATO Standard Telephone Connector.

2. Implementation. The NATO Standard Telephone Connector is employed in the following manner:

a. The telephone line with male connector is to be supplied by the delivering ship; the receiving ship must be equipped with the corresponding female connector.

4-3 ORIGINAL ATP 16(D)/MTP 16(D)

NATO (FEMALE / RCV)

Figure 4-2. NATO Standard Telephone Connector

4-4 ORIGINAL ATP 16(D)/MTP 16(D)

b. The 4-pole NATO Standard Telephone Connector will normally be used in a 1-line connection with only poles 0 (mass) and 1 connected (see Figure 4-3).

c. The plug is also equipped with poles 2 and 3 for possible future developments of combined telephone connections. In this case pole 2 is to be used for line number 2 and pole 3 for line number 3.

d. The following stock numbers apply to the NATO Standard Telephone Connector:

(1) Connector (male part) — NSN 5935-01-330-7148.

(2) Connector (female part) — NSN 5935-01-296-4757.

(3) Protector cap — NSN 5935-00-800-7701.

(4) Cable adapter, by diameter:

(a) 4.1 to 5.6 mm — NSN 5935-00-800-7369.

(b) 8.0 to 10.3 mm — NSN 5935-00-896-9373.

0430 Transfer Station Markers and Distance Lines R

1. Transfer Station Markers. Refer to Figure 4-4 for a transfer station marker box and to Table R 4-2 for day and night transfer station markers. Night transfer station marker boxes are to be used during all night abeam RAS operations. The night transfer station marker box is to be portable and fitted with arrangements for securing to guardrails or special brackets in a position clearly visible to the replenishment station. When two fuels are to be passed, a station marker box may be placed on either side of the transfer and reception stations. When three fuels are to be passed, a third station marker box may be sited about midway between the other two.

2. Transfer Station Marker Wands. Colored wands may be used in place of transfer station R marker boxes to indicate replenishment positions and commodities at night. When ships are approaching for replenishment, the appropriate wand is to be held above the head to indicate the position of the transfer station. The commodity to be transferred from a particular station should be indicated as listed in Table 4-3.

3. Distance Line. The distance line is to be used during all abeam RAS operations. It is to be supplied by the delivering ship and manned by the receiving ship. The distance line is one of the first lines to be passed between ships. By watching a selected marker, the conning officer of the ship can readily ascer- tain whether his ship is maintaining the desired lateral separation. Optimum station keeping distances are provided in Table 3-1.

4. Distance Line Markings (Daylight Operations).

a. The distance line is a 12 mm diameter manila or polypropylene line 91 meters in length. A series of 200 mm x 250 mm nylon cloth or painted canvas markers, spaced 6 meters apart, are attached to the distance line as shown in Figure 4-5. Each marker has a numerical value superimposed on the color code — white numerals on green, red, and blue markers and black numerals on white and yellow markers. All numerals are to be at least 125 mm high on both sides of the markers. All markers are to be double nylon cloth or canvas sewn together with 100 mm left open at the top for inserting night light batteries. The zero end of the distance line is secured to the guard rail of the delivering ship. Inglefield clips (fixed or swivel) or snap hooks are to be fitted to the ends of the distance line.

4-5 ORIGINAL ATP 16(D)/MTP 16(D)

SYMBOL DIMENSION K 15.32 mm (Max.) L 13.49 ±0.13 mm N 14.30 +0.25 mm P 25.02 +0.25, -0.00 mm Q 5.94 ±0.76 mm R Thread 0.750 - 20 UNEF (Class 2A-LH: Left Hand)

Figure 4-3. NATO Standard Telephone Cable Adapter

4-6 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 4-4. Transfer Station Marker Box R

b. Self-Tautening Day Distance Line. See UK national section in Part II.

5. Distance Line Markings (Night Operations). During hours of darkness, lights are to be attached to the distance line as shown in Figure 4-6. One-cell, pin-on type flashlights or chemical lights are used to mark distance lines. Two blue lights (one on each side of the marker) are placed at the 18 meter, 30 meter, 42 meter and 54 meter marker points. A single one-cell red flashlight or red chemical light may be used at all other markers.

0440 Hand Signals

1. Hand signals should be used in conjunction with sound-powered communications. If the sound-powered circuit fails, hand signaling is a reliable alternate system of controlling rig operations. Hand signaling requires a trained man to be stationed adjacent to the transfer/reception station where he can observe replenishment operations affecting his particular rig.

2. The fundamental premise in the hand signal method of communication is instant communication between stations. The hand signal describes that particular action that one ship requires of the other or is a response stating the required action is understood or is being accomplished. Standard hand signals are shown in Annex 4A.

3. Hand signals are made with paddles by day and with wands or flashlights by night. The square paddles should measure approximately 340 mm by 340 mm. The red and amber paddles are painted in solid colors. The green paddles have a white diagonal stripe, 25 mm in width, to make the green paddles easily

4-7 ORIGINAL ATP 16(D)/MTP 16(D)

R Table 4-2. Transfer Station Markers (Day and Night)

4-8 ORIGINAL ATP 16(D)/MTP 16(D)

Table 4-3. Transfer Station Marker Wands R

Commodity Wand Color Fuel (F-75, F-76) Red (top)/Blue (bottom) Water White Lube Oil Amber and Black (amber wand with two hoops of black tape) Fuel (F-44) Amber (top)/Blue (bottom) Fuel (F-77) Red

distinguishable in front of the green jersey of the signalman, if one is worn. All hand signals are to be ac- knowledged by repeating the same signal for a short period, except as modified by signal 1 in Figure 4A-1.

0441 Astern Replenishment Communications

Communications during astern fueling will be by flashing light, flaghoist, and special hand signals. Tele- phone communication between ships will not be used. Communication by megaphone or loudhailer during approach or emergencies may be used, but these methods may be ineffective in strong winds.

0442 Astern Replenishment Control Signals

In astern replenishment, the signals in Table 4-4 shall be displayed at the appropriate transfer stations in both ships. The station flags indicated shall consist of 91.4 cm squares of bunting of the designated color. Wands or appropriate colored lens flashlights shall be used for night operations.

0450 Night Lighting Arrangements

0451 Illumination of Working Areas

1. In peacetime the International Regulations for the Prevention of Collision at Sea apply. Deviations from the International Regulations such as the dimming of navigation and RAS lights are promulgated by the OTC or the replenishment force commander. See ATP 1/MTP 1, Vol. I.

2. Ships should be darkened before replenishment operations commence. White lights should not be exhibited because of the blinding effect on personnel. In the darkened condition some illumination is necessary to assist the approach phase, station keeping, working the rigs, handling stores on deck or in the hold, and for personnel safety.

3. Working areas on deck, in the holds, cargo landing areas, and highpoints shall be illuminated by red lighting only if necessary. Lights shall be equipped with shields or shades of sufficient dimension and positioned so as to avoid illuminating the other ship participating in the replenishment operation. Exterior deck-lighting arrangements may be portable.

0452 Approach and Station Keeping Lights

1. Hull Contour Lights. (See Figure 4-7.)

a. Two blue lights (50 watts approximately) are exhibited by the delivering ship just before the approach commences and during the period the receiving ship is abeam. These two lights are:

4-9 ORIGINAL ATP 16(D)/MTP 16(D)

R Figure 4-5. Distance Line Markings (Daylight Operations)

4-10 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 4-6. Distance Line Markings (Night Operations) R

4-11 ORIGINAL ATP 16(D)/MTP 16(D)

Table 4-4. Control Signals

SIGNAL MEANING

DAY NIGHT CUSTOMER SHIP SUPPLYING SHIP Green Flag/ Green Light Hose connected. Start pumping. Pumping started. Paddle Red Flag/ Red Light Stop pumping or blowing through Pumping or blowing through has Paddle hose. stopped. White Flag/ Amber Light Blow through hose. Blowing through started. Paddle

(1) Located at the fore-and-aft extremes of that portion of the ship’s side that parallels the ship’s keel.

(2) Horizontally shaded to illuminate 135° of visibility measured from directly astern to 45° forward of the beam.

(3) Shaded in a manner that restricts the beam of light to a vertical arc of 80°; that is, 40° above and 40° below the horizontal axis of the ship in the upright position.

b. A third contour light should be exhibited by delivering ships over 185 meters in length. The three contour lights should be uniformly spaced.

2. Wake Light. The blue wake light is exhibited during the approach phase only. This light shall be shaded so as to illuminate only the wake. The light is extinguished when delivering and receiving ships are passing gear (abeam methods). When the wake light is in use, the white stern light of the International Regulations is to be darkened.

3. Masthead Obstruction/Truck Light. The red masthead light is shown during the approach phase only. The light is extinguished when delivering and receiving ships are passing gear (abeam methods).

4. Astern Fueling Lighting Measures. A cluster of three red chemical lights are exhibited in the “marker buoy float,” and a cluster of three blue lights are exhibited in the “hose line float,” to facilitate approach maneuver during night. Station keeping is aided by observing the dimmed white shaded stern light on the oiler. The wake light, contour lights, and red masthead lights are not exhibited during astern fueling operations.

0453 Rig Lighting Arrangements

1. Clusters of up to three one-cell red flashlights (torches) or chemical light wands are clipped or taped to moving components of a transfer rig. Examples are cargo hooks, nets, blocks, transfer chairs, hose saddles, and probes. Figure 4-8 depicts typical lighting arrangements for fueling rigs.

2. Obstructions in the immediate vicinity of the landing area can snag cargo or slings. The winch operator requires a datum to gauge the correct transfer height; the highest point of an obstruction in the vicinity of the landing area is marked with a row of six one-cell red flashlights or chemical light wands, spaced at intervals of about 60 cm.

3. During night replenishment a luminous head projectile and/or luminous line should be used for the line-throwing projectile and the heaving line monkey fist should have a one-cell red flashlight, a flashing

4-12 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 4-7. Approach and Stationkeeping Lights

4-13 ORIGINAL ATP 16(D)/MTP 16(D) light, or a chemical light wand attached. Bolo lines should not be used during periods of darkness unless the bolos are illuminated.

0454 Night Signaling

1. The executive order for the receiving ship to start the approach can be passed by radio or directional light.

2. Another signaling method is an infrared transmission that requires a special directional signal lamp, code named “Nancy,” and special receiving equipment. See ACP 129 series for details.

3. When both ships are abreast of each other, hand signaling with wands or flashlights shall be used in conjunction with sound-powered phones when they are passed.

0455 Resumé of Night Lighting and Associated Arrangements

1. The following items should be checked well in advance of night operations.

a. Transfer station marker box coding.

b. Lights for rig moving parts (e.g., hooks, probe, etc.).

c. Working area lighting arrangement and, if applicable, obstruction datum lighting.

d. Dimming controls for normal navigation lights, and serviceability of not under control, RAS, obstruction, contour, and wake lights.

e. Darken ship arrangements.

f. Signaling arrangements (wands/flashlights and infrared).

g. Personnel safety equipment (lifejackets, flashlights, and line-throwing projectiles).

h. Fog sound signaling equipment.

0460 Color Code For Personnel

During daylight hours, personnel overseeing certain control functions in the vicinity of the rig(s) should be readily identifiable. Some nations have adopted color codes to identify various participating personnel; refer to national sections in Part II. The following color code is standard among NATO nations:

a. Line Throwing Gunners/Throwers. Red helmet and red jersey/coat/vest.

b. Signalmen. Green helmet. Optional: green jersey/coat/vest.

4-14 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 4-8. Lighting for Night Replenishment at Sea

4-15 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

4-16 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX 4A Standard Hand Signals

NOTE

· Red and amber paddles will be a solid color.

· Green paddle will contain a 25 mm wide white diagonal stripe running from upper left to bottom right corner.

4A-1 ORIGINAL ATP 16(D)/MTP 16(D)

RED

RED RED

RED

RED GREEN

Figure 4A-1. Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) (Sheet 1 of 4)

4A-2 ORIGINAL ATP 16(D)/MTP 16(D)

GREEN

Figure 4A-1. Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) (Sheet 2 of 4)

4A-3 ORIGINAL ATP 16(D)/MTP 16(D)

AMBER AMBER

GREEN

GREEN GREEN

Figure 4A-1. Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) (Sheet 3 of 4)

4A-4 ORIGINAL ATP 16(D)/MTP 16(D)

RED AMBER

Figure 4A-1. Abeam Hand Signals (Paralleled by S/P Phone) (Standard Procedures) (Sheet 4 of 4)

4A-5 ORIGINAL ATP 16(D)/MTP 16(D)

GREEN RED

RED

GREEN

RED

GREEN

RED GREEN

RED

Figure 4A-2. Abeam Hand Signals (Paralleled by S/P Phone) (Completion of Operation)

4A-6 ORIGINAL ATP 16(D)/MTP 16(D)

RED RED

RED

3. RED

RED

Figure 4A-3. Abeam Hand Signals (Paralleled by S/P Phone) (Emergency Breakaway)

4A-7 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

4A-8 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER 5 Emergency Procedures and Safety Precautions

0500 Emergency Breakaway

During replenishment at sea, situations may arise that require an emergency breakaway. Under most conditions an emergency breakaway is basically an accelerated standard breakaway using a prearranged procedure. The objective is to disengage quickly without damaging the rigs or endangering personnel. A gyro compass or steering casualty or the loss of power during replenishment can result in difficulty unless a careful plan of action has been prepared in advance. Such a plan should include provision for alerting all ships abeam of the nature of the trouble and for commencing emergency breakaway procedures.

0501 Preparations for Emergency Breakaway

1. Training. The basis for preparation is the assignment of specific duties to each transfer station. Emergency breakaway duty assignments and procedures should be outlined in a separate section of the ship’s RAS bill. Personnel involved in RAS must be thoroughly briefed on the evolution prior to any RAS, and periodic “walk through” drills should be conducted. These basic points must be covered:

a. Emergency breakaway procedures contained herein.

b. Review of ship’s RAS bill, emergency breakaway procedures, and personnel duties. A sufficient number of men must be stationed and ready to disengage couplings, span wires, riding lines, and other lines with dispatch.

c. All associated internal and external communications, including visual signals.

d. The use of emergency breakaway tools listed in paragraph 0501.3.

e. The use of equipment to reduce the extent of damage, recover the rigs, and effect prompt repairs.

f. The organization for making repairs.

g. The location of spare gear that may be required to return an unserviceable transfer station to full operation as soon as possible.

2. Securing Wires to Winch Drums. On all ships using wire rope rigs for replenishment at sea, the wire rope end shall be secured to the winch drum by only one wire rope clip or specially designed clamp or by a hemp tail line that itself is secured to the barrel.

3. Emergency Tools. Emergency tools shall be stowed in a tool box readily accessible to each transfer station. The following tools shall be provided at all transfer stations for use in emergency breakaway situations:

a. Ax.

b. Hammer.

c. Hatchet, hand.

d. Pliers.

5-1 ORIGINAL ATP 16(D)/MTP 16(D)

e. Marlinespikes.

f. Adjustable (Crescent) wrench.

g. Where available, wire rope cutters are desired at each tensioned support line transfer station and reception station.

h. For fuel reception stations that use the breakable spool, a sledge hammer is required.

4. Preparation of Lines. Since an emergency may occur at any time during the replenishment operation, preparations must be made upon receipt of the first line.

a. As they are brought aboard, all lines are to be faked down during the replenishment.

b. Riding lines and easing-out lines/slipropes shall be belayed to cleats that are clear of stores and other interference and made ready for instant slacking/release.

c. As soon as a pelican hook or shackle is secured, an easing-out line is rigged through the shackle attached to the pelican hook or the thimble in the manila support line. One end is belayed to a cleat so that it is ready for easing out. Easing-out lines are required for fueling-at-sea spanwire/jackstay, wire highline, and manila highline rigs.

d. The easing-out line shall be no larger than 16 mm diameter and of an appropriate length to ease the wire clear of the ship’s side.

5. Supplying Ship Pumps. The supplying ship has to be ready to stop pumping the moment an emergency becomes apparent or when breakaway is ordered.

0502 Conditions Warranting an Emergency Breakaway

1. Examples of conditions that may warrant ordering an emergency breakaway are:

a. When either ship experiences an engineering casualty that affects her ability to maintain the replenishment course or speed.

b. When an enemy contact is reported that presents immediate danger to the force.

c. When a carrier must break off for an emergency launch or recovery of aircraft.

d. When ships separate to the point at which hoses appear in danger of parting, when separation distances cause wires to approach the last layer on the drums, or when casualty or equipment failure makes a tight-lining situation possible.

e. When a rig parts and the possibility exists of the screw becoming fouled.

f. When a man is lost overboard and the lifeguard ship or helicopter is not on station.

0503 Ordering an Emergency Breakaway

1. The order for an emergency breakaway may be given by the commanding officer of either the receiving ship or the delivering ship. The delivering ship controls the rig recovery. Situations that may require an emergency breakaway should be reported at the earliest possible time and hopefully will be reported in sufficient time for the ships to disconnect the rigs in an orderly manner.

5-2 ORIGINAL ATP 16(D)/MTP 16(D)

2. Sound-powered phones and hand signals should be the primary means of communication for ordering an emergency breakaway; however, bull horns and voice radio circuits can be used, if necessary, to ensure rapid ship-to-ship communication.

3. The most positive and rapid method of alerting those immediately concerned is the sounding of the emergency sound signal (six short blasts) with the ship’s siren/whistle.

4. The OTC and other ships in the formation shall be informed immediately via voice radio if security permits.

0504 Emergency Breakaway Procedure for Liquid Transfer

1. Upon recognizing a condition warranting an emergency breakaway, sound six short blasts with the ship’s siren/whistle and take the following actions:

a. The officer-in-charge or rig captain notifies the bridge and the fuel control center of the existing condition/situation.

b. Pass the word between ships in accordance with Article 0503:

(1) Bridge-to-bridge,

(2) Both ships announce over the ships’ public address systems,

(3) Station-to-station, and

(4) Bridge to other ships abeam.

c. Stop pumping.

d. Commence hauling in all hand-tended lines as soon as they are payed out. (If recovery of messenger or phone lines interferes with a breakaway operation, the lines should be cut.)

e. Secure receiving ship’s fuel riser valve.

f. Disconnect the probe/breakable-spool coupling manually, remove the pigtail from the trunk, and part breakable spool with sledge hammer.

NOTE

If the receiving ship cannot quickly disconnect the probe from the receiver, the delivering ship can do so by taking a strain on the recovery saddle whip.

g. Slack or cut riding lines/hose pendant; clear hose end overboard clear of deck edge.

h. Recover hose with saddle whips as soon as hose(s) end(s) is/are disconnected.

i. Slack support line as soon as the hose has been recovered.

j. Slip the support line.

0505 Emergency Breakaway Procedure for Solid Transfer

1. Upon recognizing a condition warranting an emergency breakaway, sound six short blasts with the ship’s siren/whistle and take the following actions:

5-3 ORIGINAL ATP 16(D)/MTP 16(D)

a. The officer-in-charge or rig captain notifies the bridge and the cargo control center of the existing condition/situation.

b. Pass the word between ships in accordance with Article 0503:

(1) Bridge-to-bridge,

(2) Station-to-station, and

(3) Bridge to other ships abeam and in the vicinity.

c. Upon signal from either ship and if feasible recover all suspended loads or empty traveler blocks and cargo hooks as quickly as possible. Release, or if necessary, cut the outhaul line.

NOTE

The officer-in-charge of the delivering ship’s transfer station is to decide whether to recover the load or to continue hauling to the receiving ship if there is any doubt.

0506 Special Precautions for Particular Rigs

1. Liquid Transfer.

a. Fuel STREAM. For emergency breakaway, the normal step-by-step procedures for releasing the hose and support line should be followed. However, the steps must be conducted in the most expeditious manner.

(1) Probe. If the receiving ship cannot quickly disconnect the probe from the receiver, the delivering ship can do so by taking a strain on the recovery whip, provided a stress wire connects the outboard saddle with the probe trolley. A line pull of about 1,125 kg is required to disengage the probe by this method.

(2) Breakable-Spool Coupling. If the receiving ship is unable to quickly disconnect the coupling in the normal manner, then the coupling should be struck with a sledge hammer until the coupling breaks.

(3) Pigtail. If the receiving ship is unable to release the pigtail from the trunk, then the hose should be cut with an ax.

b. Astern Fueling. Emergency breakaway is an accelerated normal disengagement. The hose is disconnected, the easing-out line/sliprope is hove in on the capstan, the hose-hanging pendant is slipped, and the hose is paid out on the sliprope. When the hose end is clear, the easing-out line/sliprope is cut.

Float Method Only: The hose line and float assembly remain in the receiving ship, unless they have already been reconnected as part of the normal procedure for disengagement.

2. Solid Transfer Tensioned Highline Rig.

a. Return traveler block to delivering ship.

b. Slack support line and tend.

c. Slack outhaul line and tend.

5-4 ORIGINAL ATP 16(D)/MTP 16(D)

d. Commence passing all hand-tended lines back to the delivering ship. (If hand-tended lines interfere with the breakaway, the lines should be cut.)

WARNING

· Do not cut or release/slip a tensioned wire rope.

· If excessive tension develops, all hands must be cleared from the replenishment areas of both ships.

e. The receiving ship holds the rig with an easing-out line, trips the pelican hook, and eases the rig clear of the deck edge and releases the easing-out line.

f. If the receiving ship is unable to disconnect the rig, the delivering ship will continue to pay out until all wires are free of winch drum.

3. General (All Rig Types). When all lines have been released by the receiving ship, both ships maneuver to get clear.

4. Special Precautions. In the event general ship’s power or local power loss at a transfer station causes an emergency breakaway, winches should be controlled and wires slacked off (payed out) by use of the hydraulic brake on the winch. Control of the wire can be readily maintained with this brake until power is restored or the wire is payed out over the side. Extreme care should be exercised when trailing wires in the water. A turn away from the wire may draw it under the hull of the ship and into the screw.

0507 Practicing Emergency Breakaway

Upon completion of normal replenishment, ships should train by simulating an emergency breakaway condition (when the situation permits) to train the crews in the procedures to be followed.

0510 Ship Handling During Emergencies

0511 Recommended Emergency Maneuvering

1. Emergency maneuvering may be necessary if either the delivering or the receiving ship has a casualty affecting her speed or steering capabilities. Recommended procedures are:

a. If the receiving ship has a casualty affecting her speed, the delivering ship may have to maintain her speed if she has another ship abeam. This will allow the receiving ship to drift aft and clear, thus keeping the gear in the water near the surface and reducing the possibility of fouling the propellers while the emergency breakaway is being executed.

b. If the delivering ship has a casualty affecting her speed, she should request the receiving ship to slow down to allow more time for disconnecting the rigs.

c. If either ship has a casualty affecting her steering capabilities, both ships should take action to minimize the relative speed in order to reduce the damage that may be caused by raking.

d. If the delivering ship has a ship abeam to port and starboard and either one veers out, the delivering ship should maintain course and speed. Rigs will thus tend to remain near the surface as they are recovered.

e. In the event that two receiving ships are abeam the delivering ship when an actual emergency breakaway is sounded, both receiving ships shall execute the emergency breakaway.

5-5 ORIGINAL ATP 16(D)/MTP 16(D)

0512 Collision Procedures

1. During abeam replenishment, conning officers of both ships must be alert for the possibility of collision. If a collision appears to be inevitable, every possible action should be taken to reduce relative motion, both in the lateral and fore-and-aft directions.

2. Damage control measures must be instituted immediately. It is particularly important to maintain watertight integrity and to protect explosives and flammable material from fire.

3. Separation of ships should be effected with great care to keep damage to a minimum. Good bridge- to-bridge communication at this time is essential.

0520 Safety

0521 Safety During Fueling

1. In addition to the standard safety precautions listed in Article 0522, the following precautions are mandatory during fueling operations:

a. All personnel handling fuel must be made aware of the constant danger of fire and explosion and be thoroughly trained in the use of firefighting equipment.

b. No smoking is allowed during fuel transfer.

c. Firefighting suits and other necessary protective and firefighting equipment shall be kept on during the transfer.

d. All hose fittings, couplings, and tools used on AvGas or other gasoline rigs shall be made of a nonferrous material.

e. A ground/earth wire must be rigged between ships transferring gasoline. It shall be connected before the hose is brought on board the receiving ship and disconnected only after the hose is clear of the ship.

0522 Safety Precautions During RAS Operations

1. Personnel assigned to transfer stations must be thoroughly instructed in safety precautions. In addition, safety precautions shall be reviewed immediately prior to each replenishment and must be observed.

2. The following shall be enforced during each replenishment:

a. Only essential personnel shall be allowed at a transfer station during replenishment.

b. Guardrails/lifelines should not be lowered unless absolutely necessary; if lowered, temporary lifelines must be rigged.

c. When a line-throwing gun is used, the procedures set forth in Article 0315, Article 0414, and Table 4-1 are to be followed.

d. All topside personnel who are engaged in handling stores or lines or who are in a transfer area shall wear inherently buoyant or automatically inflating, vest type, lifejackets, properly secured.

e. All personnel shall be instructed to keep clear of bights, to handle lines from the inboard side, and to keep at least 1.8 meters from the blocks through which the lines pass. If practicable, all personnel should be forward of span wire or support line.

5-6 ORIGINAL ATP 16(D)/MTP 16(D) f. Personnel handling messenger, distance, and inhaul lines should use the “hand-over-hand” grip and may wear gloves. g. Men handling wire-bound or banded cases should wear work gloves. h. Personnel assigned to each transfer station shall carry an appropriate knife to be used for routine work and/or for use in the event of an emergency. i. Personnel shall be cautioned to keep clear of suspended loads and to remain clear of rig highpoints until the loads have been landed on deck. Personnel must remain alert and never turn their backs to an incoming load. j. Care must be taken to prevent the shifting of cargo that might endanger personnel or material. Personnel should not get between the load and the rail. k. Each abeam RAS-rig shall be equipped with a ships structure protection device in order to prevent overstretching of the spanwire and to protect the receiving ship’s strong point from structural deformation or damage. Such protection device may consist of a weak link, a slipping clutch on the spanwire winch, or any other load limiting device. l. All cargo handlers in all ships should wear safety shoes. m. Deck space in the vicinity of transfer stations should be covered with deck treads or painted with nonskid paint to provide secure footing. n. Both delivering and receiving ships should station a lifebuoy watch well aft on each engaged side. The watch should have sound-powered phone communication with the bridge and should be equipped with two smoke floats and a ring buoy fitted with a float light. o. All hands shall be instructed on the hazards of emergency breakaway (see Article 0511). p. Precautions on radio frequency hazards are to be observed. q. Phone talkers on the intership phone lines shall not fasten their neck straps. r. Cargo handlers should not be allowed to step on or in cargo nets that are attached to the cargo hook. s. Replenishment station personnel must wear a one-cell flashlight (or chemical light) and whistle during night replenishment. t. Easing-out lines/slipropes, when appropriate, must be rigged immediately upon rig hook-up to prepare for a possible emergency breakaway. u. Line handlers must button sleeves and remove all loose objects to keep them from wrapping around or fouling lines. v. All personnel involved in VERTREP shall wear protective clothing and safety devices as indicated in Chapter 9. w. Personnel in the immediate area of the transfer station or landing area shall wear construction type (safety) helmets. Helmets are to be equipped with quick-acting breakaway devices and chin straps shall be fastened and worn under the chin.

5-7 ORIGINAL ATP 16(D)/MTP 16(D)

0523 Personnel Requirements for Transfer of Ammunition and Missiles

a. Personnel engaged in the transfer of ammunition and missiles must know and observe the safety precautions while handling explosives. They must also be thoroughly familiar with the methods used and with their limitations.

b. It is of particular importance that care be used when handling new types of ammunition and missiles. Technical developments, especially in missiles, lead to new transfer methods and handling equipment. Personnel must master new techniques in handling ammunition and missiles to achieve safe and expeditious transfers.

0524 Man Overboard

1. There is always a risk of man overboard during transfer or replenishment at sea, particularly in heavy weather. Although men likely to fall overboard will be wearing lifejackets and will have adequate buoyancy to remain afloat, speedy recovery is essential to avoid death from exposure in cold water or attack by carnivorous fish in warm water.

2. The following instructions should govern the action to be taken by ships:

a. Rescue Helicopter. During daylight hours, a rescue helicopter should be at Condition Two. If bad weather or special hazards demand, it should be airborne in a suitable station.

b. Rescue Destroyer or Frigate. A rescue destroyer or frigate should be in a lifeguard station 457 meters to 914 meters astern if no helicopter is available.

c. No Helicopter or Destroyer Present. The receiving ship is always to be the rescue ship unless the senior officer considers this to be impracticable.

d. Lifebuoys and Liferafts. Both delivering and receiving ships shall station a lifebuoy watch well aft on the engaged side. The watch shall be equipped with a lifebuoy/liferaft fitted with a float and lights and shall have sound-powered communication with the bridge.

0525 Radiation Hazard

1. Ships are fitted with a large amount of high-power transmitting equipment — radio communications, radar, and sonar. High-power transmissions are a hazard to human life because of the effects of radiation on the human body. High-power transmissions can also ignite explosive devices and combustible material. There are also certain other hazards that originate from the same source as the radiation hazard, such as the danger from rotating antennas and aural shock from the use of sirens.

2. The commanding officer of each unit is responsible for the safety of his own personnel and stores from radiation hazard (RADHAZ) produced within his unit. Due to the variety of ships, aircraft, and equipment in NATO, it is not always possible for the force commander to provide detailed regulations for the prevention of RADHAZ accidents between units. Therefore, it is also the responsibility of individual commanding officers to warn other units when his unit is within such a range that exceptionally powerful transmitters could be a hazard to personnel in the other units.

3. If feasible, ships are to include details in the RADARAT or SPECINFO paragraphs of OPSTAT UNIT messages. It is also the responsibility of each commanding officer to warn other units of stores that are held in such a location that they could be hazarded by transmission from the other units.

5-8 ORIGINAL ATP 16(D)/MTP 16(D)

4. Instructions.

a. A minimum distance apart of 91 meters is to be maintained between ships and between ships and aircraft.

b. Unit commanders are to ensure that transmitters with a power density of 100 watts per square meter (100 W/m2) or greater at a distance of 91 meters do not irradiate ships or aircraft within the 100 W/m2 radius.

c. Electroexplosive devices are not to be exposed in a RADHAZ unsafe condition within a distance of 914 meters from other units.

d. In the event of units being required to breach either the 91 meter or 914 meter safe distance, action is to be taken to ensure that risk transmitters are controlled to ensure safety (e.g., directed to a safe bearing, reduced power, or eventually switched off).

0530 Safety Precautions and Emergency Procedures for Personnel Transfer

NOTE

In nearly all ships only the manila or polyester support line is used for personnel transfer. Wire rigs are not used for this purpose in most navies.

1. Personnel Transfer. In addition to the precaution mentioned above, the following should be observed:

a. For the transfer of personnel, support lines that have been spooled on capstans or winches are not to be used.

b. All personnel to be transferred must be thoroughly briefed on the method used.

c. Inherently buoyant or fully inflated lifejackets are to be worn by personnel being transferred. By night, a small battery-operated light is to be attached to each lifejacket. Helmets may be worn by personnel being transferred.

d. Wires are not to be used in the rig and all lines must be tended by hand.

e. Every man to be transferred should be escorted to and from the landing area. Special care is required for the sick and wounded.

f. During hours of darkness and in areas of low water temperature, personnel should be transferred only if a lifeguard ship or helicopter is available. The use of immersion suits should be considered in an area of very low water temperature.

g. Both ships should have a boat or liferaft ready for launch and a medical attendant standing by.

h. Under adverse conditions, personnel transfer should be attempted only if essential, in which case no other rig should be connected.

i. All gear and line handlers should carry a sharp knife for cutting ropes if required in an emergency.

j. The strop must always be unhooked from the traveler block before any attempt is made to release the man from the strop, but not before he is safely inboard of the deck edge.

5-9 ORIGINAL ATP 16(D)/MTP 16(D)

2. Emergency Breakaway.

a. If an emergency breakaway is necessary, it should be effected by speeding up the normal returning procedures, if this will suffice. If time is not available, the lines should be cut.

b. When a support line breaks, lines should be handled smartly to try and prevent them from getting into the suction zone of the ship’s propellers. If feasible, ships should be maneuvered to help keep the lines clear. If this happens while transferring personnel, quick action must be taken to prevent the man being dragged through the water, as this will almost certainly drown him. Lines should be cut as quickly as possible.

5-10 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER 6 Transfer of Liquids

0600 Transfer Of Liquids

1. Delivery of Liquids.

a. Fueling at sea involves the delivery of bulk fuel (including diesel oil, motor vehicle fuel, and aviation fuels) by hose and lubricating oil by hose or in drums by jackstay or highline rig. Water may be delivered in conjunction with a replenishment operation.

b. Fleet oilers are rigged with six separate transfer stations (four port and two starboard) to deliver petroleum products. The oilers are normally rigged with double-hose rigs (see Chapter US6) on the port side to serve larger ships and single-hose rigs on the starboard side to serve destroyers or smaller ships. If necessary, they can fuel any type of ship from either side. Additional hoses are required when aircraft carriers are provided with AvGas and jet fuel.

c. Prior to fueling or replenishment operations, the supplying ship and the customer ship should follow the requirements of Chapter 2 concerning the exchange of information required for replenishment at sea.

2. Safety Considerations. See Chapter 5.

3. Emergency Procedures. See Chapter 5.

0601 Pollution Abatement

Most fuel spills are caused by personnel actions and not equipment failures. Therefore, it is necessary to as- sure that the attitudes of personnel involved in fuel transfer operations are directed toward preventing the spillage of fuels. Training of personnel in the operation and maintenance of antipollution equipment, scheduled exercising of the components in the fuel transfer systems, and a continuing program that stresses the importance of preventing fuel spills are considered necessary in the interest of pollution abatement.

0602 Ballasting and Deballasting

1. Customer Ships. As fuel is consumed, some ships may ballast with sea water to maintain their stability and liquid-protection characteristics. Therefore, prior to each replenishment, it may be necessary to deballast and redistribute the remaining fuel. Tank stowage should be adjusted as far as possible to fuel only into large tanks. Not less than two tanks are required for each reception point to avoid throttling the supply. Customer ships will, if necessary:

a. Commence deballasting at such a time that completion will coincide as nearly as practicable with the scheduled fueling time. However, during heavy weather, a ship must not deballast to such an extent that stability is endangered. Comply with deballasting instructions in the ship’s damage control/casualty control book.

b. Distribute fuel so that all reception stations will complete fueling at the same time.

c. Inform the OTC of any conditions that may affect the planned fueling schedule.

2. Supplying Ships. Supplying ships will, if necessary:

6-1 ORIGINAL ATP 16(D)/MTP 16(D)

a. Ballast/deballast, empty tanks, and distribute fuel to ensure proper trim and maximum pumping rates.

b. Promulgate fueling plans showing tanks, valves, and pump lineup to be used.

c. Preheat fuel if necessary.

d. Test pumps, winches, and other equipment.

e. Inform the OTC of any conditions that may affect the planned fueling schedule.

f. Instruct all hands in the requirements for an emergency breakaway. (See Chapter 5.)

0603 Pumping and Receiving

Supplying ships should ensure that their internal arrangements provide the best flow of oil at maximum pressure. Customer ships should ensure an unhampered flow of oil. It is desirable that the customer ship’s tanks should be topped to as near 95 percent capacity as possible, but it is more important to reduce the time taken in fueling than to make accurate tank dips. As far as practicable, all tanks should be filled together. Oil should be pumped at a temperature best suited to promote its flow, but never at more than 35 °C.

0604 Ships Equipped with Open Trunk Fueling Systems

Ships equipped with open trunk systems should signal in advance to enable the supplying ship to prepare her rigging accordingly. Existing hoses may be used; however, the delivering ship’s hose must terminate in a pigtail or end fitting no more than 152 mm in diameter.

0605 Fueling Check-Off Lists

Comprehensive check-off lists shall be prepared by each ship to ensure that it is ready in all respects for the fueling operation. Figures 6-1 and 6-2 may be used as guides in preparing individual lists but, in all cases, check-off lists must suit individual ship installations.

0610 General Description of Fueling Methods

0611 Abeam Fueling

1. The abeam method is the preferred method when replenishing liquid products of any type. When this method is used, more than one hose can be employed if desired.

NOTE

The limiting distances between ships operating abeam rigs are shown in Table 3-1.

2. Fuel STREAM Rig. The fuel STREAM (Standard Tension Replenishment Alongside Method) rig is the primary rig for fuel transfer and is fitted on most fleet oilers and some other auxiliary ships.

a. In the fuel STREAM rig, the hoses are supported by four hose saddles rigged on a ram-tensioned support line. The fuel STREAM rig hose assembly is approximately 91 meters in length, which allows ships to open out to greater distances than possible with other fueling rigs, minimizes the possibility of tight-lining and parting of the support line, and provides for improved personnel safety. The saddles are controlled by wires that have independent winch controls.

6-2 ORIGINAL ATP 16(D)/MTP 16(D)

A. NAVIGATION DEPARTMENT 8. Maintain fire main pressure.

1. Check the telemotor system. 9. Lead out and inspect necessary firefighting equipment. 2. Check hand electric steering system. 10. Ensure that tolls, rags, sand or sawdust, 3. Check gyro error. and drip pans are available at each transfer station. 4. Have electric megaphone on hand, tested, and ready for use; have hand megaphone 11. Check to see that there is sufficient air available for standby use. pressure for blowing through hoses and that there are no leaks. 5. Station experienced steermen on bridge and in after steering; station throttlemen and other 12. Check to see that CO2 system is properly special sea detail personnel as necessary. lined up and that a man is standing by the control box. 6. Check hull contour, task, and transfer station lights for proper operation before night RAS. 13. Consolidate products to be pumped into the most accessible tanks to ensure mini- 7. A qualified supervisor of the helmsman is to mum flow restriction and maximum suction be provided. head pressures prior to customer ship’s ar- rival abeam. B. ENGINEERING DEPARTMENT 14. Be prepared to use the maximum number 1. Light off or connect additional boilers as of suction lines, pumps, and discharge necessary. lines commensurate with pressure/quantity requirements. 2. Put generators on the line as necessary. 15. Sample, test, gauge, and strip tanks to en- 3. Station qualified machinist mate and electri- sure that only a quality product is offered cian mate in after steering. for tanker. Furnish customer ship with test results from onboard testing facilities. 4. Take soundings and temperatures of fuel Have trained men ready to answer any tanks. Heat cargo to be transferred to proper questions by the customer ship regarding pumping temperature. significance of tests, specifications, and operational capabilities. 5. Test all pumps; line up on first tank to be used and circulate oil to ensure that pumps are not 16. Ensure that AvGas ground wire/earth wire airbound. is in good condition. Take meter reading. Check operation of safety switch, and en- 6. Check all S/P phones and other circuits that sure that switch is closed. will be used, both intership and intraship. 17. To avoid spillage, be alert to reduce pump- 7. Cut in steam and warm up all deck machinery. ing pressure on request from the customer ship.

Figure 6-1. Fueling Check-off List for Tankers (Sheet 1 of 2)

6-3 ORIGINAL ATP 16(D)/MTP 16(D)

B. DECK DEPARTMENT 9. Have ground wire/earth wire ready if AvGas is to be transferred. FUEL TRANSFER STATIONS GENERAL PREPARATIONS 1. Place hose rig in position, fitted on outboard end with appropriate fitting for ship to be 1. Rig appropriate transfer station markers. fueled. Test operation of end fitting. 2. Have two bolos ready for use for each 2. Ensure that only properly tested hoses are transfer station. Test line-throwing guns used in the rig. and examine firing pins. Have projectiles and shot lines on hand and ready for use. 3. When rigged with pigtail, ensure that the connecting male Robb operating lever (if Robb is 3. Prepare S/P phones. used — applicable only to US rigs) is lashed in the open position. 4. Rig in/turn in lifeboats and sea painter on boat rope when necessary to clear that 4. Stop off messenger to hose; fake messenger side of the ship to be used for RAS. down on deck for running, rigged for the method being employed. 5. Ensure that all men assigned to transfer station are dressed in accordance with the 5. Test winches. Have support line drum safety precautions in Chapter 4. engaged. 6. Have CO2 extinguisher available and fire 6. Ensure that inboard saddle whip is led to a hoses run out and connected to foam pro- winch or is belayed to a cleat on deck and is portioners; have a man standing by the faked down free for running. main CO2 system.

7. Ensure that inboard saddle whips and recov- 7. In freezing weather, have sand available ery lines are clear for running and are led by for use on icy areas. Whenever practica- gypsy heads of winches. ble, remove ice from fueling areas prior to RAS. 8. Ensure that topping lift brake is set on topping lift and that preventer stoppers are in place or 8. Check emergency repair and working tools that pawls are engaged. at each transfer station.

Figure 6-1. Fueling Check-off List for Tankers (Sheet 2 of 2)

b. The fuel transfer hose is normally 178 mm in diameter and is used for the transfer of Diesel Fuel Marine (F-76) and JP-5 (F-44). One 63 mm hose may be attached to and suspended below the 178 mm hose (only one of the two 178 mm hoses if double-hose rig) for the transfer of JP-5 and fresh water.

0612 Astern Fueling

Astern fueling by the float method is the preferred method. Many NATO nations use this fueling method. The hose is streamed and hung off the stern of the tanker. Transfer of main fuel by 152 mm hose can be carried out from all fleet and support tankers. Specific requirements have been developed for the modification of some U.S. merchant tankers to provide this capability. The most likely application is either the fueling of ocean escorts in a convoy formation or fuel replenishments of opportunity as the tanker transits an operational area.

0620 Standardization of Fueling Couplings

1. NATO nations have adopted five NATO standard couplings for both abeam and astern replenishments at sea. (See Figure 6-3.)

6-4 ORIGINAL ATP 16(D)/MTP 16(D)

1. The day before fueling, the customer ship 12. Check emergency repair and working tools should submit its fuel requirements (see at each reception station. Chapter 2) through appropriate channels to the tanker. As this figure will be a rough esti- 13. In freezing temperatures, have sand avail- mate, the ship should, 30 to 60 minutes prior able for use on icy areas. Whenever practi- to coming abeam, submit a more accurate es- cable, remove all ice from fueling reception timate to the supplying ship. stations prior to RAS.

2. Check hull contour lights if installed, task 14. If required, provide shores or chocks to lights, and reception station lights for proper place under the end of the hose to lift it off operation before night RAS. the deck.

3. Station a qualified machinist mate and electri- 15. Ensure that suitable equipment for mini- cian mate in after steering. mizing oil spillage is available at each reception station (drip pans, rags, canvas 4. A qualified supervisor of the helmsman will be fueling test sleeves to fit over the fueling stationed. truck).

5. Detail men to receive the messenger and 16. Rig phones from conning station to each other lines. fueling reception station.

6. Have bridge-to-bridge phone/distance line 17. Rig in/turn in lifeboats and other movable ready as appropriate. projections on the engaged side.

7. Station the fueling detail, with an officer or PO 18. Have line-throwing gun/bolo available and in charge at each reception station. (All top- ready for use if needed. side personnel in the vicinity of a reception station or other hazardous location shall be 19. On ships so fitted, open fueling truck tops. dressed in accordance with Chapter 5.) 20. If required to provide a straight lead for the 8. Clear all unnecessary men from fueling re- supplying ship’s hose, connect a length of ception stations. hose to the fueling manifold (with male end of Robb coupling attached to outboard end 9. Provide anti-chafing gear at the point where of hose). Ships are required to use a quick the hose comes aboard. (Old canvas, boat release coupling and “A” end of breakable fenders, or cargo nets will suffice.) spool coupling.

10. Lash shores over structures that might pos- 21. Shift to split-plant operation. Isolate fuel oil sibly interfere with the lines. service station.

11. Rig appropriate reception station markers.

Figure 6-2. Fueling Check-off List for Customer Ship (Sheet 1 of 2)

2. Standardization in rigs and in their use assists ships in expeditious fueling. Some deviations from standard rigs may be necessary to conform with the design features of particular ships, but such deviations should be kept to a minimum. Fueling operations may be delayed if the oiler has to make major adjustments or changes of type of fitting to her rigs to accommodate nonstandard installations on the receiving ship.

0621 NATO 1 Fueling Rig

1. NATO 1, 178 mm, Abeam, Fuel, Probe/Probe Receiver. The NATO 1 rig is the primary coupling for fueling at sea by the abeam method. The double probe method, which is not NATO standard,

6-5 ORIGINAL ATP 16(D)/MTP 16(D)

22. Have electric and hand megaphones ready 29. Use maximum pumping pressures that can for use on the bridge. (Carriers use flight deck be safely and efficiently handled. announcing system.) 30. Divert product into maximum number of 23. Pre-reeve a messenger line through the tanks with minimum restrictions to flow. inhaul line and fairlead blocks. 31. Leave sufficient tank capacity to accom- 24. Ensure that all signalmen are familiar with the modate blow through from oiler (about 1.7 correct signals for the evolutions (especially m3 per rig). important for night RAS). 32. Do not secure any valve until oiler has 25. Avoid dropping coupling or probe on deck; be completed blow through since this can particularly careful when the pelican hook is cause the oiler’s pumps to become tripped. A special line may be rigged to avoid airbound. this. 33. Ensure that wiping rags are not left stuffed 26. Attach riding lines and hose hanging pendant in the pigtail; this may cause an oil spill on as soon as practical; in any event, attach lines the next customer ship. Replace the cap prior to giving the signal to commence pump- on the pigtail before sending it back. ing. In US ships, riding lines are not used for probe fueling. 34. Do not trip support line prior to signal from oiler. This can be very dangerous if the 27. With US rig, return hose messenger (to oiler) hose has not been recovered, or the wire is as soon as hookup is completed. tensioned.

28. To expedite communications, position phone 35. When replacing cotter pin in span wire peli- talkers close to the PO in charge of the recep- can hook, spread it only slightly. Bending it tion station. If ships of different nations are excessively will make it difficult for the next conducting these operations, make sure that customer ship to remove. the telephone talker speaks/understands English, as this is the language to be used in 36. Ensure probe receiver is clear and free of most NATO operations. foreign material.

Figure 6-2. Fueling Check-off List for Customer Ship (Sheet 2 of 2)

can be found under US national data (chapter US6). The NATO 1 rig consists of a probe and probe receiver, as shown in Figure 6-4, and can be used for the transfer of the following fuels:

a. F-44 Turbine Fuel, Aviation (AVCAT).

b. F-75 and F-76 Fuel, Naval, Distillate.

c. F-77 Fuel, Residual, Light Viscosity, Boiler.

WARNING

The NATO 1 rig is not approved for the transfer of F-18, Gasoline, Aviation.

2. NATO 1 Probe and Carrier Assembly (Probe Trolley). The NATO 1 probe and carrier assembly consists of a traveler block assembly and a probe assembly.

6-6 ORIGINAL ATP 16(D)/MTP 16(D)

DESIG SIZE POSITION COMMODITY DELIVERY RECEIVER NATO 1 178 mm Abeam Fuel Probe Probe Receiver NATO 2 152 mm Astern Fuel Breakable Spool, Breakable Spool, Delivery End Receiving End NATO 3 65 mm Abeam Fuel Delivery Nozzle Receiving Coupling NATO 4 65 mm Astern Fuel Delivery Coupling Receiving Coupling NATO 5 65 mm Abeam/Astern Water Threaded Coupling Threaded Coupling

Figure 6-3. NATO Standardized Couplings

a. The traveler block is mounted on a tube (training mechanism) that provides a means of connecting the fuel hose to the probe assembly. The traveler block assembly is hinged so that it can be attached to the support line without disassembly of parts. The probe assembly contains a latching mechanism that holds the probe in the probe receiver by spring force.

b. The NATO 1 probe also has a built-in sliding sleeve valve that opens on proper engagement with the probe receiver and automatically closes upon disengagement. A latching mechanism in the probe prevents disengagement during fuel transfer. A line pull of 136 kg on the messenger or remating line is required to engage the probe in the probe receiver. A line pull of 1,135 ± 225 kg on the recovery line will disengage the probe from the probe receiver.

3. NATO 1 Probe Receiver. The NATO 1 probe receiver is supported by a swivel fitting mounted on the receiving ship; a 178 mm diameter rubber hose (wire-reinforced) connects the probe receiver to the fuel riser. A pelican hook, used as the attachment point for the support line, is an integral part of the swivel fitting. The end fitting for the support line must be a link that is interoperable with this pelican hook. (See Figure 6-4.) Detailed samples of the end fitting are shown in Figure 6-5.

a. When using an end fitting on the support line, such as the alternate shown in Figure 6-5b (shackle and probe link), ensure that the probe link is placed on the pelican hook located on the probe receiver so that the eye of the shackle pin is on top, as shown in Figure 6-5d. This is mandatory for proper alignment of probe and probe receiver, since the probe receiver is mounted on the swivel fitting, and is kept directly in line with the support line and with the probe. This arrangement provides excellent alignment during connect-up of the NATO 1 probe and probe receiver for either the tensioned or nontensioned support line.

b. The NATO 1 probe receiver has a lever mounted on the side of the housing to provide a means of disengaging the probe at the probe receiver. This lever can be installed on either the forward or after side of the probe receiver to suit local conditions. Flags are mounted on the housing to indicate proper engagement.

0622 NATO 2 Fueling Rig R

1. NATO 2, 152 mm, Astern, Fuel, Breakable Spool Coupling. The NATO 2 rig (Figures 6-6 and 6-7) can be used in fueling operations with all NATO nation ships for astern fueling at sea. The coupling consists of an “A” end (breakable spool, receiving end) and a “B” end (breakable spool, delivery end), as shown in Figures 6-8 and 6-9, and can be used for the transfer of the following fuels:

a. F-44 Turbine Fuel, Aviation (AVCAT).

6-7 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-4. NATO 1, 178 mm, Abeam, Fuel, Probe and Probe Receiver

6-8 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-5. Spanwire End Fitting for NATO 1 Probe Fueling Rigs (Sheet 1 of 2)

6-9 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-5. Spanwire End Fitting for NATO 1 Probe Fueling Rigs (Sheet 2 of 2)

6-10 ORIGINAL ATP 16(D)/MTP 16(D)

b. F-75 and F-76 Fuel, Naval, Distillate.

c. F-77 Fuel, Residual.

d. F-18 Gasoline, Aviation.

WARNING

Both the “A” end and the “B” end of the coupling shall be made from nonferrous and nonsparking materials when used for the transfer of aviation gasoline. Figure 6-10 provides the NATO 2, 152 mm nonferrous flange for AvGas fueling.

2. The “A” End (Breakable Spool, Receiving End), rigged by the receiving ship, is a cast-iron spool with a standard hose flange on one end and a slotted flange on the other. A groove, machined around the spool, weakens it sufficiently to permit its being broken in an emergency breakaway by a blow from a sledgehammer on an ax that is placed in the groove.

3. The “B” End (Breakable Spool, Delivery End), attached to the end of the hose passed by the delivering ship, is a similar spool with a hose flange on one end and a special floating ring flange with drop bolts on the other. The floating ring flange can be rotated quickly to bring the drop bolts into line with the slots in the “A” end. A gasket mounted in the outboard side of the “B” end (breakable spool, delivery end) ensures an oil-tight fit. A shut-off valve may be provided at the “B” end of the fueling hose rig to prevent spillage of fuel and water from entering the hose.

0623 NATO 3 Fueling Rig

1. NATO 3, 65 mm, Abeam, Fuel, Delivery Nozzle/Receiving Coupling. NATO 3 fueling rig is the adopted standard NATO coupling for abeam transfer of F-44 and F-76 fuel using 65 mm to 76.2 mm hoses. It consists of a delivery nozzle and receiving coupling, as shown in Figure 6-11. Each connection must be capable of accepting not less than 682 liters of fuel per minute. NATO nations have agreed that all new equipment will be manufactured in accordance with these specifications. Older equipment remaining in service does not necessarily meet these specifications.

0624 NATO 4 Fueling Rig

1. NATO 4, 65 mm, Astern, Fuel, Delivery Nozzle/Receiving Coupling. NATO 4 fueling rig, Figure 6-12, is the adopted standard NATO coupling for astern transfer of fuel using 65 mm hoses. The NATO 4 rig is primarily used to pass F-75 and F-76 but may also be used for F-44. The rig is capable of transferring up to 57 m3/hr.

2. Astern Fueling Using the NATO 4 Fueling Rig. The procedures for using the NATO 4 rig are covered in Article 0660.

0625 NATO 5 Water Rig

1. NATO 5, 65 mm, Abeam/Astern, Water, Threaded Couplings. NATO 5 water rig is the standardized NATO coupling for the transfer of water for both abeam and astern replenishments. For those installations that are normally replenished by means of small 65 mm bore hose, the end fitting on the receiving ship will be a standardized male thread, threaded coupling. The end fitting for the hose on the sending ship will be a standardized female thread, threaded coupling.

6-11 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-6. NATO 2, 152 mm, Astern, Fuel, Breakable-Spool Coupling

6-12 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-7. NATO 2, 152 mm, Astern, Fuel, Breakable-Spool Coupling Assembly

6-13 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-8. NATO 2, Breakable-Spool Coupling “A” End (Breakable Spool, Receiver End)

6-14 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-9. NATO 2, Breakable-Spool Coupling “B” End (Breakable Spool, Delivery End)

6-15 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-10. NATO 2, 152 mm Nonferrous Flange for AvGas Fueling

6-16 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-11. NATO 3, 65 mm, Abeam, Fuel, Receiving Adaptor (Left) and Delivery Nozzle (Right)

6-17 ORIGINAL ATP 16(D)/MTP 16(D)

2. Thread Design.

a. The metric thread for replenishment through a small bore hose shall be a basic M profile as shown in Figure 6-13. This profile is also known as the ISO 68 Basic Profile for metric screw threads.

b. The small bore fitting metric thread designation shall be M 80X3-6H/6g. That is, the thread shall be a basic M profile thread, the nominal or basic major diameter shall be 80 mm, the pitch shall be 3 mm, the internal thread tolerance class shall be 6H, and the external thread tolerance class shall be 6g. The small bore fitting metric thread common designation shall be M 80X3.

3. End Fitting. The end fitting on the small bore hose shall be a coupling of the type shown in Figure 6-14.

0626 Transfer of Water

1. Existing hose types will be used. The delivering ship shall have an adapter attached to the outboard end of the hose. This adapter is to be the standard NATO size, 165 mm outside diameter flange. Receiving ships are also to provide a standard NATO size, 165 mm flange for connection to the supplying ship’s hose end adapter. For emergency breakaway, the 65 mm water rig may be equipped with a quick-release coupling.

2. Boiler Feedwater Transfer.

a. When receiving or delivering water for use as boiler feedwater, the following minimum standards must be met:

(1) Hardness — Must be less than 0.10 EPM (equivalent parts per million).

(2) Salinity — Must be less than 0.065 EPM.

(3) Source — Must be distilled.

b. When distilled water is not available, demineralized water must be acceptable, but the receiver must first be given the information on the water source and demineralization process used.

0630 Fuel STREAM Rig

1. The fuel STREAM rig is a 91 meter , heavy weather, ram-tensioned, spanwire rig (see Figure 6-15) and is the primary fueling method.

2. The fuel STREAM rig shall be rigged with wire for all saddle whips, including the number 1 saddle, whenever winches can be made available. Otherwise, double-braided nylon line is substituted for one or more of the normally wire-rigged saddle whips.

3. For substitution of wire whips, a minimum of 89 mm circumference double-braided nylon line shall be used — 137 meters in length for the number 1 whips and lengths to suit individual ship installations for the other saddle whips. The use of wire-rope recovery whips is mandatory when delivering double probes (see Chapter US6).

6-18 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-12. NATO 4, 65 mm, Astern, Fuel Couplings

6-19 ORIGINAL ATP 16(D)/MTP 16(D)

BASIC M THREAD PROFILE (ISO 6B BASIC PROFILE)

3 HP=´=0.866 025P 2 0.0625H = 0.054 127P 0.125H = 0.108 253P 0.250H = 0.216 506P 0.375H = 0.324 760P 0.625H = 0.541 266P

GENERAL SYMBOLS

Symbol Explanation

D Basic Major Diameter Internal Thread

D1 Basic Minor Diameter Internal Thread

D2 Basic Pitch Diameter Internal Thread d Basic Major Diameter External Thread

d1 Basic Minor Diameter External Thread

d2 Basic Pitch Diameter External Thread H Height of Fundamental Triangle

P Pitch

Figure 6-13. NATO 5, 65 mm Bore Hose Coupling Thread

6-20 ORIGINAL ATP 16(D)/MTP 16(D)

Description Symbol Measure Inside Diameter of Nipple or Coupling C 65 mm Length of Nipple L 26 mm Length of Pilot to Start of Second Thread I 6 mm Depth of Coupling H 24 mm Thread Length of Coupling T 18 mm From Face of Coupling to Start of Second Thread J 5 mm

Figure 6-14. NATO 5, 65 mm, Abeam/Astern, Water, Threaded Couplings

6-21 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-15. Fuel STREAM Rig — Single Hose With Probe

6-22 ORIGINAL ATP 16(D)/MTP 16(D)

0631 Rigging the Delivering Ship for Fuel STREAM Rig

1. Hose Assembly.

a. The hose is joined together by reattachable couplings and clamps. Each hose length shall have a male clamp coupling on one end (outboard) and a female clamp coupling on the other end (inboard). The female end incorporates a rubber “O” ring for sealing the joint.

b. When joining hose lengths, the male and female clamp ends are pushed into engagement. The joint is then secured by a split clamp and band assembly that is wrapped around each hose coupling and locked to retain both couplings. It is important to protect the surfaces of the male clamp fitting to ensure a leak-proof seal when made up with the female coupling. These couplings can be assembled and disassembled by fleet personnel. Damaged sections of hose may be removed, and the remaining good sections still can be used.

c. The fuel STREAM hose rig is approximately 91 meters long with the following fittings and hose lengths coupled in succession, starting with the inboard end of the hose rig:

(1) Two 10.6 meter lengths of hose (inboard length cut to suit).

(2) Flow-through saddle.

(3) Two 10.6 meter lengths of hose.

(4) Flow-through saddle.

(5) Two 10.6 meter lengths of hose.

(6) Flow-through saddle.

(7) Two 10.6 meter lengths of hose.

(8) Flow-through saddle.

(9) One 6.7 meter length of hose.

(10) Flow-through riding line fitting.

(11) One 1.2 meter length of hose.

(12) Flow-through riding line fitting.

(13) One 2.7 meter length of hose.

(14) Fueling probe.

d. A stress wire connects each of the riding-line fittings and the outboard saddle to prevent the hose from taking a strain.

2. Rigging the Hose Assembly. The hose is suspended from the support line by traveler blocks. Except for the inboard saddle, one traveler block is shackled to each flow-through saddle; one traveler block is shackled to each riding-line fitting; and the probe trolley is fitted to the support line.

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3. Saddle Whips. Wire-rope saddle whips are used to control the positioning of the flow-through saddles on the support line. The inboard whip controls both the number 3 and number 4 saddles. This whip is secured to the number 3 saddle with a 22 mm safety shackle, reeved through the three blocks supporting the number 4 (yo-yo) saddle, and then through a fairlead block to a winch. The runner block supporting the number 4 saddle is a nonswiveling block equipped with an anti-toppling device (Figure 6-16). A 19 mm wire pendant (length to suit ship installation) is shackled to the bottom of the saddle and secured with a pelican hook to an eyeplate on the deck. This pendant is installed to prevent two-blocking the inboard saddle. A standard high-speed block can be used if it is modified to secure the swivel feature to a fixed position and the anti-toppling device is installed.

a. Number 2 Saddle Whip. The number 2 saddle whip is secured to the number 2 saddle with a 22 mm safety shackle reeved through a block on the highpoint outrigger and through a fairlead block to a winch.

b. Number 1 Saddle Whip. The wire recovery whip end is secured with a 22 mm safety shackle to the outboard (number 1) saddle, and the line is reeved through a block on the after side of the highpoint outrigger (or boom head) and through a fairlead sheave to a winch. Double- braided nylon line (89 mm) may be used as the recovery line in those ships equipped with gypsy heads for controlling the recovery line.

4. Hose End Fittings. One of the following fittings is attached to the outboard length of hose.

a. Probe. The probe coupling (Figure 6-3) is attached to the outboard end of the fueling hose rig and is suspended from the span wire by a traveler block. The section of hose between the number 1 saddle and the inboard riding-line fitting shall be of a length (not more than 6.7 meters) that will allow the probe to swing clear of deck obstructions when the number 1 saddle is two-blocked. When delivering the probe, the messenger is attached to the remating-line/messenger attachment hook as shown in Figure 6-17. Pre-operational checks shall be accomplished prior to each use of the probe.

b. Breakable-Spool, Quick-Release Coupling. Details of this coupling are shown in Fig- ures 6-5 through 6-8.

c. 65 mm Quick-Release Coupling. This coupling may be used for fueling small ships.

5. Attaching Messenger. The support line is stopped to two beckets, 76 meters from the shackle end of the messenger. A recommended method of stopping the support line to the beckets is to make a nine-thread clove hitch, with two inside turns, around the support line, and then square-knot the nine-thread tightly to the becket. Grease in the way of the stops should be removed from the support line. The weak-link end fitting of the support line is then attached to the messenger with one or two turns of small stuff. See Figure 6-18.

0632 Passing, Tending, and Recovering the Rig

1. Sending Over the Lines.

a. As the receiving ship comes abeam, the delivering ship (except for aircraft carriers) sends over bolos or gunlines from each transfer station to the corresponding station on the receiving ship. These lines are used to haul in the hose messenger return line, station-to-station phone line, and outer bight line (if used). The bridge-to-bridge phone/distance line messenger may also be attached to the main messenger at the transfer station adjacent to the bridge. Each line must be clearly marked to identify its function.

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Figure 6-16. Inboard Saddle Arrangement

b. The receiving ship must be prepared to use its own bolos and line-throwing guns in the event that the delivering ship has trouble getting her lines over. Shot lines should be passed back to the ship furnishing them at the earliest convenient time. As the bridge-to-bridge phone/distance line messenger reaches the ship, the bridge-to-bridge phone/distance line is attached to it and is then hauled over by the delivering ship. The bridge-to-bridge phone/distance and station-to-station phone lines must be hand tended as soon as they come aboard. Phone connections must be made and communications established as soon as possible.

2. Passing the Rig.

a. After the bolos or gunlines are across, the receiving ship attaches the pre-reeved line (a line reeved through the fairlead snatch block) to the hose messenger and hauls in the hose messenger while the delivering ship pays it out by hand.

b. When the support line comes on board, the end link is connected to the pelican hook on the probe receiver (see Figure 6-18).

CAUTION

Care must be taken to ensure that all twists are taken out of the messenger/support line before the end link is connected to the pelican hook, or the probe will not seat properly.

c. The receiving ship then releases the hose and messenger from the support line.

d. The delivering ship starts tending and tensions the support line.

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Figure 6-17. STAR Messenger Attached to Single Probe Fueling Rig

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Figure 6-18. Method of Stopping Support Line to Messenger

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e. The receiving ship continues heaving in the hose messenger and with it the hose, while the delivering ship pays out on the rig. The saddles are positioned so that the support line carries the weight, and the hose is kept clear of the water as it is hauled across.

f. After the probe is engaged in the probe receiver, the remating line is attached to the probe by the receiving ship and the hose messenger is disconnected and returned to the delivering ship (see Fig- ure 6-19).

NOTE

The travel of the probe down the support line shall be controlled at all times by the delivering ship to prevent the probe from striking the probe receiver with undue force.

g. Each time when possible, the messenger line will be used only for the support line. The hose and probe will be passed on the receiving ship without any messenger line to make the rig-passing operation easier and quicker. In this case, the slope of the support line has to be sufficient enough to allow the motion of the hose by gravity. The distance between the two ships has to be shorter than 43 meters and the probe receiver situated at less than 10 meters above the waterline.

h. When using the probe rig for large combatants and consolidations, the hose messenger will be used regardless of ship separations.

3. Tending the Hose Rig. The delivering ship tends the hose during transfer of fuel by paying out or taking in the saddle whips as the distance between ships increases or decreases. The hose saddle recovery line should be kept slack during fueling operations to prevent parting the riding line or pulling the probe from the receiver. The hose should be kept clear of the water, and sufficient bights must be maintained between saddles to avoid parting of the hose.

4. Fuel Transfer.

a. As soon as the customer ship is ready, the supplying ship is requested to commence pumping.

b. Care must be taken to ensure that quick-closing valves and fuel-line valves on both ships are open and remain open until pumping stops. Closing or throttling of valves on customer ships can result in destructive pressure surges within the piping systems and rupture of hoses.

c. If possible, customer ships should take on fuel at the supplying ship’s maximum pumping rate. When necessary, the supplying ship is requested to slow the pumping rate/decrease pressure. The supplying ship should be kept advised of fueling time remaining at each reception station.

d. When fueling is completed, the supplying ship normally removes the excess oil from the hoses by blowing them through with air. In blowing through a gasoline hose, use carbon dioxide or inert gas instead of air. This procedure is described in Article 0636.

e. It is important that AvGas hoses be cleared after each transfer. If the supplying ship is unable to blow inert gas through the hoses, the customer ship should do so. In an emergency, if neither ship can blow through the hoses, the supplying ship will take a back suction and drain the hoses prior to sending the rigs to the next ship.

5. Recovering the Hose and Support Line. When pumping and blow through are completed, the receiving ship disconnects the hose coupling and the delivering ship recovers the fueling hose. After the hose is recovered, the support line is detensioned. The delivering ship then signals to the receiving ship to trip the pelican hook. After the pelican hook is tripped and the support line is eased over the side of the receiving ship, the delivering ship recovers the support line.

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Figure 6-19. Remating Line/Messenger Hook Attachment

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0633 Rigging the Receiving Ship for Fuel Stream

1. For the fuel STREAM rig, the receiving ship must provide an attachment point for the support line, messenger fairlead blocks, remating line, and riding lines (if required), and must make provisions to connect up the hose to the fuel riser (i.e., the probe receiver or the “A” end of the breakable-spool coupling).

2. When rigging to receive the probe coupling, a 304 mm wooden snatch block with upset shackle is shackled to the messenger fairlead eyeplate located above the probe receiver swivel joint. Care must be exercised to ensure that the snatch block is installed on the side of the swivel joint opposite the direction of line pull of the messenger (see Figure 6-20). To expedite hauling in of the messenger, a line with a steel snap hook on the outboard end should be led through the snatch block, ready to attach to the hose messenger from the delivering ship. Additional blocks as necessary for fairleading of the messenger should be ready.

0634 Connecting and Disconnecting the Rig

1. Receiving Probe.

a. After receiving the bolo or shot line from the delivering ship, haul in the messenger and support line.

CAUTION

Care must be taken to ensure that all twists are taken out of the messenger/support line before the end link is connected to the pelican hook, or the probe will not seat properly.

b. The support line has a special end fitting for attachment to the pelican hook located on the probe receiver swivel arm. When the support line end fitting is in hand, cut the stops that secure the support line end fitting to the messenger, exercising care not to cut or damage the messenger line. Con- nect the support line end fitting to the pelican hook located on the probe receiver swivel arm, and secure the pelican hook. If the alternate end fitting shown in Figure 6-4 is used, the shackle pin must be in the upright position or the probe will not seat. Cut the additional stops on the support line and continue hauling on the messenger to haul in the fuel hose and probe until the probe is engaged with the receiver. When the latch indicator flags are positioned 30° above the horizontal, the probe and receiver are engaged and the transfer of fuel can commence (see Figure 6-21).

c. After the probe is properly engaged in the receiver, signal the supplying ship to commence pumping. Then remove the messenger line from the snatch block, and unshackle the messenger from the probe trolley, leaving the shackle attached to the messenger line. Pass the remating line through the snatch block, and place the eye of the remating line over the hook on the outboard end of the probe trolley. Secure the bitter end of the remating line to the cleat. Fake/coil down the remainder of the remating line free for running. Unshackle the messenger from the probe trolley, leaving the shackle attached to the messenger. Return the messenger to the delivering ship, using the hose messenger return line that is shackled to the soft eye of the messenger.

2. Fuel Transfer. Care must be taken to ensure that fuel line valves are open and remain open until pumping and blow through operations are completed. Closing or throttling of valves in the customer ship can result in destructive pressure surges within piping systems and fuel hose.

a. During the fueling transfer operation, the customer ship must keep the supplying ship advised of fueling time remaining at each reception station.

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Figure 6-20. Messenger Fairlead to Receiving Ship (Top View)

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b. When the fuel transfer is completed, the supplying ship will (in all cases) determine the need for blow through of hose to remove excess fuel.

c. A 178 mm by 91 meter fuel hose rig will contain approximately 1,710 liters of fuel. When the hose is to be blown through, the customer ship must give the signal to stop pumping at a time that will permit the receipt of the additional fuel from the blow through.

3. Returning the Hose and Support Line.

a. After completion of fuel transfer, the remating line is removed and the manual release lever (Figure 6-17) is actuated by the receiving ship to release the probe. The delivering ship retracts the fuel hose. When the hose has been recovered, the delivering ship detensions and slacks off the support line. When signaled by the delivering ship, the receiving ship trips the pelican hook and eases the support line out on an easing-out line (21-thread manila only, with whipped ends) of sufficient length to safely ease the support line clear of the side of the receiving ship.

b. The delivering ship hauls in the support line and station-to-station phone lines while returning the bridge-to-bridge phone/distance line to the receiving ship by messenger to avoid water damage to the jackbox.

CAUTION

· Release of support line prior to recovery of hose can result in damage to fueling probe; therefore, the support line shall not be released until ordered by the delivering ship.

· Line tension supplied by the ram tensioner in the fuel STREAM rig must be removed prior to tripping the pelican hook for release of the support line.

NOTE

Synthetic lines shall not be used for easing-out lines.

c. Since no physical handling of the hose is required, personnel will stand clear of the transfer station during connect up, fuel transfer, and breakaway.

0635 Receiving Hose Couplings Other than Probe

For all hose couplings, the support line and fueling hose are passed in the same manner as previously described in this article. The difference between probe and other hose couplings (i.e., breakable-spool coupling and pigtail) is that the probe has automatic connect/disconnect features, whereas all other couplings must be manually connected/disconnected and require riding lines for retaining the hose on the receiving ship. The procedures necessary when receiving couplings other than probe are as follows:

a. When the hose end comes within reach of the receiving ship’s deck, the free traveler block attached to the end of the hose is tripped, allowing the hose to be hauled farther inboard until a bight of the riding line can be slipped over the riding-line fitting. The riding line is then hauled in and secured (see Figure 6-22).

b. When the delivering ship is a fleet oiler or carrier, the hose messenger is detached after the hose coupling is connected and returned to the delivering ship using the hose messenger recovery line that is provided by the delivering ship.

c. If the delivering ship is a large combatant and the receiving ship has retained a bight of the hose messenger on board, the hose messenger is restopped to the hose in at least two places before

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Figure 6-21. Latch Indicator Flags

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returning the hose to the delivering ship. When returning the hose to the delivering ship, the receiving ship will, unless otherwise required, connect up the outboard traveler block and then ease the hose outboard by slacking the riding line while the delivering ship heaves in on the recovery line.

0636 Precautions Against Loss of Fuel

When fueling at sea, particularly at night by the astern method, there is danger that fuel oil may be lost in appreciable quantities because of damage to the hose. In order to detect losses as soon as possible, it is essential that frequent checks be made of the amount of fuel supplied and received. The following checks should be carried out:

a. The customer ship when hoses are connected signals the number of tons of fuel required.

b. The supplying ship signals the time pumping commenced, and subsequently at half-hour intervals determines the aggregate amount supplied.

c. The customer ship signals at half-hour intervals the aggregate amount received, giving the first signals based on dips taken a half hour after time pumping commenced.

d. During night fueling, the supplying ship is to report immediately if a sudden drop might indicate a burst hose.

e. When fueling is completed, the customer ship reports to the supplying ship the quantity of fuel received.

0637 Blowing Through Hose Procedures

1. When the supplying ship is signaled to stop pumping, the valve in the fuel oil transfer piping at the sending transfer station is closed and low pressure air (approximately 550 kPa (80 psi)) is injected into the fuel transfer hose. This final step of blowing oil into the customer ship’s tanks requires about 3 minutes to complete, and the customer ship must not disconnect the hose coupling or remove the pigtail from the fueling trunk until the blow through is completed. Customer ships must also leave valves and tank vents open during blow through so that the oil and air may move through the hose.

2. A second step in removing the fuel from the hose is commonly referred to as a back suction. The term “back suction,” as applied to this operation, is a misnomer and can be misleading. The main cargo pumps of an oiler are large centrifugal pumps that can run in only one direction; therefore, there is no way of connecting the discharge line to the suction side of the pump to give a positive suction effect. Actually, the oiler allows the fuel to recycle through a line passing the piping manifold to a tank in the oiler, creating a slight suction caused by the venturi effect as the fuel flows past the manifold. This method normally will remove approximately one-half of the fuel oil in the hose and requires considerably more time than the blow through.

3. Clearing Hoses by Air — Precautions.

a. To achieve complete clearance of a hose, a certain amount of air may be blown into the customer ship’s tanks. This must be kept to a minimum, especially when fueling small ships that use the oil fuel suction line to take in fuel. In these ships the boiler oil fuel suction lines in use must be isolated from the tanks into which the residual oil in the hoses is being blown so that air is not blown into the pump suction line.

b. Manhole covers of tanks into which oil is to be blown should be replaced before blowing, otherwise oil will be blown out into adjacent spaces. Small ships are fitted with small air escape pipes, so the applied air pressure must not be too great.

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Figure 6-22. Securing the Hose

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0640 Convoy Escort Replenishment

The rapid and efficient replenishment of escort vessels at sea is vital for the success of convoys. Merchant ships have few experienced deck hands; thus, the fueling rig that is fitted must be easy to operate.

a. The NATO standard astern fueling hose bridle assembly is shown in Figure 6-23.

b. The breakable-spool coupling is the primary coupling for astern fueling.

c. The transfer is not normally carried out at speeds of more than 15 knots to avoid excessive stress on the hose.

d. Telephone cables are not used; therefore, visual signals (as indicated in Chapter 4) are required.

e. The working distance between the stern of the tanker and the forecastle of the receiving ship is governed by the length of the hose used.

f. The hose rig may be passed and secured on board the receiving ship by either the float or the gunline method, but the float method is the preferred method and is normally used in bad weather.

0641 Necessity for Rapid Fueling

1. Escort vessels and tankers are more vulnerable to attack when coupled for fueling. The convoy is vulnerable because of the absence of the escort from the screen. Additionally, fast convoys often have to slow down during fueling operations, so rapid fueling decreases the length of time the entire convoy is endangered by such slow speeds.

2. In order to expedite the fueling operation, oilers fitted with heating coils should always maintain oil in those tanks to be used for fueling escorts at the temperature required to achieve the optimum pumping rates for their particular pumping installations, but not to exceed 38 °C. Escorts may take any opportunity to refuel, even on short notice, so tankers should keep oil at transfer temperature at all times throughout passage. The optimum pumping rate is 300 m3 per hour.

3. In all cases, the customer ship must inform the supplying ship of its intentions to close valves. The supplying ship must always be ready to stop pumping or blowing through the hose. The hose may rupture as a result of build up of pressure if these precautions are not obeyed.

0642 Fueling Course and Speed

The fueling course and speed will be determined by the escort force commander. If weather conditions permit, the tanker will remain at the course and speed of the convoy. Variations in speed assume more importance than steering a steady course when an escort is fueling astern of a tanker. Because receiving ship judgment of relative speed and distance is more difficult than in abeam methods, great care must be taken in giving speed adjustments. Astern fueling can be carried out between 8 and 15 knots, with the best speed being 12 knots. Sea condition, strength of the gear being used, and the necessary reserve speed of ships taking part are the governing factors. The tanker’s most suitable speed while recovering gear is 6 to 8 knots, and it should not exceed 10 knots. During heavy weather, it may be necessary to head downwind.

0643 Station Keeping

In all cases, it is the responsibility of the tanker to maintain a steady course and speed as prescribed by the escort force commander. The escort being fueled is responsible for adjusting her course and speed to maintain correct station on the tanker.

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Figure 6-23. NATO Astern Fueling Hose Bridle Assembly

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0644 Emergency Breakaway

Connections between ships must be released quickly in an emergency.

a. It is the responsibility of the escort in an emergency breakaway situation to expedite a normal breakaway or to use a sledge hammer to break the “A” end of the breakable-spool coupling. In making that determination, the customer ship must weigh the advantages of recapping the hose prior to releasing the rig as opposed to the distinct hazard of a voluminous oil spill created when the coupling is broken with a head of liquid in the hose.

b. The supplying ship must be able to stop pumping instantly when there is an emergency or the breakaway order is given. In the event of a situation requiring an emergency breakaway, the danger signal (at least five short blasts) shall be sounded on the ship’s whistle by the ship initiating the emergency breakaway, to alert all ships in the vicinity.

0645 Standard Fueling Equipment

1. Delivering Ships. Those merchant tankers designated by each of the NATO nations as convoy escort replenishment tankers, when directed, will be equipped with the following gear:

a. Hose. The hose required for one rig is 141 meters of 152 mm buoyant/light weight hose for use in fair weather plus an additional 54 meters for use in rough weather.

b. Coupling. The fitting at the outboard end of the tanker’s hose must have the proper thread size for securing to the receiving ship’s connection. An adapter to this specification will therefore be required.

c. Additional Fittings. Tankers will further be supplied with special hose caps and plugs for handling the hose and protecting hose threads and also with securing clamps for rigging the hose.

2. Receiving Ships. Receiving ships may connect the hose either by coupling it directly to own deck fueling connection or to a hose previously connected to the deck fueling connection; or by fitting the hose into an open fueling trunk.

0650 Astern Fueling by Float Method

0651 Equipment and Procedures for Converted Merchant Tankers

Refer to Annex 6A.

0652 Astern Hose Cleanout System

1. Equipment Description.

a. Cleaning fuel hose with pigs is to be performed as an integral part of fueling at sea. The fueling station on the delivery ship is used as a launching station and the fueling station on the receiving ship is used as a catching station. Description of the fueling stations and related hose hardware, as well as detailed fueling instructions, can be found in this publication.

b. The following paragraphs describe specific equipment used with the pig cleanout system.

(1) Pig.

(a) The pigs used in this system are Knapp “Poly-Pigs,” style 5, type B or equal, which are coated on both ends with polyurethane elastomer and sized for use in a 152.4 mm nominal

6-38 ORIGINAL ATP 16(D)/MTP 16(D)

diameter hose (Figure 6-24). Essentially, they are polyethylene foam cylinders whose outside diameter is slightly larger than the inside diameter of the fuel hose. The pig is propelled by air pressure through the hose (similar to a piston in a cylinder), thereby displacing the fluid in the hose.

(b) Pigs are expendable; therefore, they are used once and discarded. They should be stored in a cool, dry, dark place; useful shelf life is approximately one year.

(2) Pig Catcher. The pig catcher (Figure 6-24) is a strainer-like steel fabrication which is placed inside the B-end of the NATO coupling at the end of the hose connected to the receiving ship, where it catches the pig and prevents it from entering the receiving ship’s fuel system. The catcher is designed to vent the blowdown air after it catches the pig. MSC Standard Drawing, STD-528-4840155, In-Line Astern FAS Pig Receiver Assembly, shows details of the catcher assembly.

(3) Hose Crimper. The hose crimper is a clamp-like device used to seal off the fuel hose. Sealing the fuel hose on the delivery ship is required while inserting the pig. NAVSHIPS Draw- ing 805-2554813, Fueling at Sea Hose Crimper, shows a typical hose crimper design suitable for this application.

(4) Orifice. The orifice (Figure 6-25) is a 6.35 mm diameter opening that restricts the flow of the blowdown air. The orifice is located inside the air line and is used to limit the airflow rate that regulates the speed of the pig as it travels through the hose.

2. System Operation. Cleanout of the astern FAS hose is required after each fueling operation. The following instructions describe how pigs are used to accomplish this task. Part numbers listed in the instructions refer to Figures 6-26 and 6-27.

a. Operating Instructions for Delivery Ship.

(1) Pre-Operation Inspection. This inspection must be performed prior to sending the astern FAS hose to the receiving ship.

(a) Ensure that pig catcher (14) is inserted into NATO coupling B-end (13), which is located at the end of the hose to be connected to the receiving ship.

(b) Secure conical cap (12) to NATO coupling B-end (13).

(d) The fueling operation can now proceed as previously set forth in this publication.

(2) Blowdown Operation. The blowdown operation proceeds after fueling is completed and the “Start blowdown” signal has been received.

(a) Close fuel shutoff valve (1) and keep quick-closing fuel valve (2) open.

(b) Open blowdown shutoff valve (4) for about 15 seconds to blow out fuel riser before inserting pig (5), then close blowdown shutoff valve.

(c) Place hose crimper (6) on hose near the quick disconnect coupling (7). Open air dump valve (8) to ensure that fuel riser is free of oil, then close air dump valve.

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Figure 6-24. Poly-Pig (Left) and Pig Receiver (Right)

(d) Open quick disconnect coupling (7) and manually insert pig (5) into hose. The end of the pig should clear the face of the coupling by about 50.8 mm to prevent interference when recoupling.

(e) Reconnect coupling (7) and remove hose crimper (6).

(f) Open blowdown shutoff valve (4).

NOTE

At this time, fuel shutoff valve (1) and air dump valve (8) should be closed and quick-closing fuel valve (2) and blowdown shutoff valve (4) should be open.

(g) Monitor hose pressure gauge (9) until measured pressure starts to drop.

NOTE

The pressure at the hose pressure gauge will remain basically constant as the pig (5) travels through the hose. The actual pressure reading indicated depends on the supply of air pressure and the elevation of the fuel riser on the receiving ship and will normally be between 5 and 35 psig. When the pig reaches the catcher (14) (3 to 5 minutes after launching), the air in the hose will vent past the pig and the pressure reading on the hose pressure gauge will start to fall. This is the signal that the pig has entered the pig catcher and procedures for terminating the blowdown can commence.

(h) When hose pressure starts to drop, close blowdown shutoff valve (4). Open air dump valve (8) to hasten venting of air from hose.

(i) When hose pressure gauge (9) reads zero psig, secure filling station by closing all valves (1, 2, 4, and 8).

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Figure 6-25. Orifice for Blowdown Air Line b. Operating Instructions for Receiving Ship.

(1) Preliminaries to Blowdown Operation.

(a) Ensure that pig catcher (14) is present in NATO coupling B-end (13) prior to connecting astern FAS hose to fuel riser.

(b) After fueling operations are completed, signal delivery ship to “Start blowdown.”

CAUTION

The astern FAS hose may contain up to 4,542 liters of fuel which will be removed by the blowdown operation. The receiving ship must therefore reserve sufficient fuel tank capacity to contain this additional quantity of fuel.

(2) Post-Blowdown Operation. The post-blowdown operation proceeds after the “Stop blowdown” signal is received from the delivery ship.

(a) Disconnect hose at NATO coupling (13) and remove the pig catcher (14) from the end of hose.

(b) Remove pig (5) from pig catcher (14) and dispose of pig.

(d) The astern FAS hose may now be disengaged from the receiving ship.

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Figure 6-26. Astern Refueling Station — Delivering Ship

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Figure 6-27. Astern Refueling Station — Receiving Ship

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3. Required Modifications. The following paragraphs describe the modifications to be made on tankers to permit use of pigs for hose cleanout. The tankers must already be equipped with astern refueling stations and blowdown air supplies.

a. Orifice Installation. The orifice is to be installed in the existing blowdown air supply line downstream of the shutoff valve, as shown in Figure 6-26.

b. NATO Coupling Modification. Modification of the NATO coupling B-end is necessary to allow fitting the pig catcher into the coupling. The modification, which adds three reliefs in the sealing ridge of the coupling’s face, is detailed in Figure 6-28.

c. Storage Facilities. A designated storage locker should be provided for cool and dry storage of the pigs, hose crimper, pig catcher, and associated hardware. This locker should be able to screen most of the light, since sustained exposure of the pigs to light (especially ultraviolet) will cause chemical breakdown of the polyurethane foam material and result in flaking.

d. Instruction Placard. An instruction placard should be provided on each tanker that uses the pig system. It should list briefly the necessary operating instructions explained in Article 0610A. The placard should be of durable material with clear, legible writing and located at the astern refueling station. An example of the essential instructions which should appear on the placard is shown in Figure 6-29.

4. Maintenance.

a. Inspection. The pig method of cleaning fuel hose uses simple, passive equipment that should give reliable performance. To help ensure proper operation of the system, the following items should be given attention:

(1) The orifice located in the blowdown air supply line should be inspected once every 6 months. The orifice should be checked for blockage by dirt or corrosion and cleaned or replaced as necessary.

(2) Pigs should be checked for flaking before use by briskly rubbing the outside surface of the foam material and checking to see if foam particles come loose. Flaking is undesirable because the dislodged particles could possibly block fuel system filters.

(3) When performing a blowdown operation, ensure that the pressure gauge for the blowdown air supply reads, at a minimum, 75 psig.

(4) Severe kinks should be removed from the hose prior to commencing blowdown to permit unrestricted flow of the pig.

b. Troubleshooting. The following troubleshooting guidelines are remedies to some operating difficulties that may be encountered. Part numbers refer to Figures 6-26 and 6-27.

(1) Entire Hose Appears Uninflated During Initial Pig Launch.

(a) Cause.

1. No blowdown air supply.

2. Valves not properly aligned.

3. Pig is stalled in coupling.

6-44 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-28. Modification to the NATO Coupling

(b) Remedy.

1. Check blowdown air supply. Blowdown air supply gauge (3) should read, at a minimum, 75 psig.

2. Ensure that fuel shutoff valve (1) and dump valve (8) are closed and that quick- closing fuel valve (2) and blowdown shutoff valve (4) are open. Also ensure that hose crimper (6) is removed from hose.

3. Close blowdown shutoff valve (4) and open dump valve (8) to bleed air from fuel riser. Open quick disconnect coupling (7) and ensure that end of pig (5) has been inserted far enough into hose (about 50.8 mm) so as not to interfere with quick disconnect coupling. Pig should fit tightly inside hose. Reconnect coupling and proceed with cleanout operation.

(2) Part of Hose Length Appears Inflated. Part of hose appears inflated and part appears uninflated. Hose pressure gauge (9) indicates steadily rising pressure.

(a) Cause. Pig is stuck in hose.

(b) Remedy. Remove all severe kinks in hose, and lift and drop hose on the deck to help start pig moving through hose.

(3) Entire Length of Hose Appears Inflated. Entire length of hose appears inflated (up to NATO coupling). Hose pressure gauge (9) indicates steadily rising pressure.

(a) Cause. Pig catcher (14) not venting air from hose.

6-45 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-29. Instrument Placard

6-46 ORIGINAL ATP 16(D)/MTP 16(D)

(b) Remedy. Close blowdown shutoff valve (4) and open dump valve (8) to manually vent hose. When hose pressure gauge (9) reads zero psig, signal receiving ship that blowdown is completed.

0660 Astern Fueling Using the NATO 4 Fueling Rig

In the astern method of fueling, the delivering unit streams one (or two for a further ship) 65 mm hose rig(s) and the receiving unit(s) maintain(s) station astern and outboard of the delivery unit while receiving fuel. Due to the characteristics of an astern rig during streaming, no attempt should be made to receive the rig at an aft station.

0661 Communications During Astern Refueling

Basic communications and rendezvous procedures will be conducted as outlined in Chapter 4 with the exception that sound-powered phones will not be passed. The control signals designated in Table 4-1are to be used. Signal paddles shall be used at both stations for day operations. Wands or appropriate colored-lens flashlights shall be used for night operations.

0662 Maneuvering During Astern Refueling

1. The OTC will determine the replenishment course and speed. Variations in speed assume more importance than steering a steady course when fueling astern. Because the receiving ship’s judgment of relative speed and distance is more difficult in the astern method than in the alongside method, care must be taken in giving speed adjustments. Astern fueling can be carried out between 4 and 10 knots. Before sending the astern fuel rig the delivery speed should be agreed upon. The delivering ship, as unit guide, should maintain a constant speed. Any speed adjustments will be made by the receiving unit.

2. In all cases, it is the responsibility of the delivering unit to maintain a steady course and speed as proscribed by the OTC. The receiving unit being fueled is responsible for adjusting its course and speed to maintain correct station.

3. During the fuel transfer phase of astern fueling, the receiving unit maintains a safe distance astern of the delivering unit by station keeping on a position buoy that is towed 90 meters astern and outboard. At that time the position buoy should be abeam of the receiving unit’s bridge at a safe distance (Figure 6-30).

4. It is the responsibility of the delivering unit to keep the receiving unit informed of any alterations in course and speed. In the event of a major change in course, the OTC will use signals in accordance with ATP 1, Volume II.

5. Alterations in speed by the delivering unit should be made in increments of one knot. Before making speed changes, the delivering unit shall inform the receiving unit of the new speed. The receiving unit keeps accurate stations by maintaining its bridge abreast of a marker buoy towed by the delivering unit. The distance depends on the situation.

0663 General Requirements for Astern Refueling

1. All hoses shall be of the smooth bore type. Hoses used for fuel transfer shall be manufactured of petroleum-resistant synthetic rubber. Separate hoses shall be used for different products.

2. A 6 mm steel rope may be used inside the hose to protect against overstretching. This rope is fitted to the coupling on both ends.

3. The point of interface shall be within a clear bow area suitable for rig manipulation. The receiving unit shall provide hose jumpers as required to connect the standard receiving interface to the riser.

6-47 ORIGINAL ATP 16(D)/MTP 16(D)

4. The rig shall be capable of transferring up to 57 m3/hr in accordance with STANAG 1310. Hose size shall be suitable to pass fluid at a velocity no greater than 7.6 m/s at any point.

0664 Rig Variations

1. The astern rig is used primarily to pass F75 and F76 but may also be used for F44 or potable water.

2. To pass fuel of either type, the nozzle “F44/F75/F76 Small Fuel Hose Coupling” (Figure 6-31) will be the interface connection.

3. To pass water, only the NATO water adapter shall be used.

0665 Rig Assembly and Preparations (Single Hose, No Automatic Winch)

1. Rigging the Delivering Unit

a. Determine the side of the delivering unit from which the hose will be streamed. On this side, lay out and assemble 160 or 190 meters of hose. Fixed to the bridle is a 14 mm steel rope used as a recovery line with a minimum length of 110 meters and the protective cover (Figure 6-32). Note that the orientation of the hose couplings on the delivery rig shall be male into female. To the outboard end of the hose connect an auto tension disconnect coupling and appropriate hose adapter, NATO fuel nozzle or plugged female water coupling.

b. The first 6 meter hose must be fixed to two eyeplates on the deck with a 4.0 ton shackle and a 14 mm steel rope (Figure 6-33).

c. Prepare a position buoy for streaming from the opposite side from which the delivering rig is streamed. For night streaming, the buoy has an automatically switched light. Secure a sufficient length of rope to permit streaming the position buoy 90 meters astern.

d. The hose should be under 30-80 kPa of air pressure before streaming.

e. Stream the position buoy and the hose in a bight with the bridle on the deck.

2. Rigging the Receiving Unit

a. Install a 14 mm steel rope as securing pendant with a 4.0 ton shackle on one side. The other side has a 4.0 ton shackle and a sliphook. The length of the pendant shall be sufficient to allow the rigger to fix the pendant at an eyeplate or the next suitable capstan with the end near the centerline of the ship (Figure 6-34).

b. Coil down a 110 meter recovery line of 20 mm polypropylene.

c. Attach a 2.5 ton shackle to the 110 meter recovery line of 20 mm polypropylene and reeve it from the inhaul winch through the inhaul fairlead and fake down on the deck.

d. A fuel abortion pan and a fire ax shall be on hand in the receiving area.

e. A jumper hose connected to the receiving riser shall be prepared. To the end of the jumper hose, connect a receiving adapter compatible with the type of delivery fitting being provided. Set the end connection in the drip pan if passing fuel.

f. Prepare a 110 meter easing-out line of 24 mm polypropylene.

g. Prepare the gunline.

6-48 ORIGINAL ATP 16(D)/MTP 16(D)

3. Passing and Receiving the Rig

a. The receiving unit fires the gunline to which the delivering unit attaches the messenger. The messenger is hauled across to the receiving unit.

b. The receiving unit attaches the messenger to the recovery line and the delivering unit hauls it across again and attaches it the bridle link.

c. The delivering unit veers the recovery line (steel rope) and the receiving unit hauls its recovery line (polypropylene) in until the hose with the bridle in on the deck.

d. Attach the securing pendant to the free bridle link with the sliphook and secure it to the next suitable eyeplate or capstan (Figure 6-34).

e. The protector cap can be removed from the hose end when the decompression valve is opened. Then the hoses can be connected. The rig is ready for pumping when the connection is completed.

4. Disengaging the Rig

a. The receiving unit signals “Stop pumping” when within 5 metric tons of the required amount of fuel. The delivering unit stops pumping and clears the hose by blowing through, which takes about 5 minutes. The orders “Blow through”/“Stop blow through” are issued by the receiving unit.

b. The hoses can now be disconnected and the protector cap replaced at the receiving hose.

NOTE

The decompression valve must be closed before returning the hose.

c. The easing-out line must be fixed at the next capstan while the other end shall be lead through the first bridle link and fixed to the inhaul winch. Then the easing-out line can be heaved until it is under tension. When the securing pendant is slipped, the hose must be slowly eased out until the recovery line of the delivering unit is tensioned. The signal “Ready for heaving” is given to the delivering unit when the easing-out line is slipped.

4. Emergency Breakaway

a. Follow the steps for disengaging the rig. If there is insufficient time to blow the hose through, the hoses will be disconnected without blowing through. Disconnect the hoses and slip the securing pendant after receiving the signal that the pumps have stopped.

b. Haul in the remainder of the hose and the position buoy.

0666 Rig Assembly and Preparations (Double or Single Hose, Automatic Winch)

1. Stream the position buoy amidship (double hose) of the delivering unit.

2. Connect the messenger to the bola line when the bola is on deck.

3. The receiving unit hauls the messenger on deck connects it to the recovery line.

4. The delivering unit hauls in the recovery line and connects it to the bridle link.

5. The delivery unit veers out the hose(s) by automatic winch.

6-49 ORIGINAL ATP 16(D)/MTP 16(D)

NOTE

The receiving unit keeps station abeam of the bridle until the hose is fully streamed. Do not begin to heave the bridle before the bridge is abeam of the position buoy.

6. Follow steps in Article 0665.

7. When retrieving the rig, the automatic winch recovers the hose.

0667 Using the Float Method

1. The float method corresponds to the method contained in Annex 6A.

2. A rubber ball covered by a net is used in place of a position buoy.

6-50 ORIGINAL ATP 16(D)/MTP 16(D)

Rig Assembly before pumping Replenishing

33 A A 1 A A

2 B

3 3 4 4

5 B 5 5 BB5 4 4 Approaching Passing the Rig Ready for for RAS Heaving the Recovery line

1 Bola 2 Recovery Line, Receiving Ship A Delivering Ship 3 Recovery Line, Delivering Ship B Receiving Ship 4 Hose 5 Position Buoy

Replenishing Returning the Rig

A A A 2

2 2 3 1

3 4 B B 4 B 3 4

Easing-out Line after slipping the Ready for next Securing Pendant Approach

1 Easing-out Line A Delivering Ship 2 Recovery Line, Delivering Ship B Receiving Ship 3 Hose 4 Position Buoy

Figure 6-30. NATO 4 Astern RAS (Gunline Method)

6-51 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-31. F44/F75/F76 — Small Fuel Hose Coupling

6-52 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-32. NATO 4 Hosefitting Receiving End with Bridle (Gunline Method)

6-53 ORIGINAL ATP 16(D)/MTP 16(D)

7 6 7 8 5 6

1 2 STERN

1 Hose with Screw Coupling 2 Connector fitted with Securing Clamp (turnable, two eyes) 3 Hose, 6 meter 4/5 Deck Elbow with Reduction 6 Securing Pendant 7 Shackle, 4.0 ton 8 Eyeplate, 4.0 ton

Figure 6-33. NATO 4 Hosefitting Delivering Ship (No Automatic Winch)

6-54 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6-34. NATO 4 Receiving the Rig

6-55 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

6-56 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX 6A Merchant Tanker Fueling by the Astern Method

6A100 Introduction

In the astern method the tanker streams a buoyant hose that is brought on to the foc’sle of the receiving ship. There are two methods of passing the end of the hose from the tanker to the receiving ship: the float method, in which the tanker streams the hose line and hose and the receiving ship grapples the float on the end of the hose line and then hauls in the end of the hose; and the gunline method, in which the tanker streams a bight of hose and the receiving ship approaches close enough to the tanker’s quarter to receive a gunline by which the end of the hose is transferred. The float method is the standard NATO method, and now that the netted plastic float has replaced the metal spout float in several NATO navies, the likelihood of damage to bow dome-fitted ships receiving the float method has been greatly reduced. Certain nations continue to use the gunline method and procedures for this system are contained in the relevant national data. Figure 6A-1 shows a typical astern fueling operation using the float method.

6A101 The Rig in the Delivering Ship

Until recently all astern fueling rigs were laid out on the deck of the delivering ship prior to the evolution. Whilst this is still common practice in most tankers, an electrically powered reel, capable of stowing and deploying a continuous “lay flat” 150 mm hose of 228 meter length has been introduced into service and is currently fitted in a few delivering ships. In times of conflict or emergency this type of rig, which provides the NATO 2 fueling coupling, can also be quickly fitted to merchant tankers to provide a refueling capability. The rig greatly simplifies procedures in the delivering ship and can be used for both float and gunline methods. Certain tankers can stream their stern rig from either side; others from only one side. See national data. Procedures in the receiving ship are similar whatever the rig in the delivering ship. A line drawing of the reelable rig is shown in Figure 6A-2.

6A102 Float Assembly on the End of the Hose Line

This float may be a metal spout float (Figure 6A-3(a)) or a netted plastic float (Figure 6A-3(b)). The latter is easier to handle, is not given to “diving” and will not damage underwater hull fittings such as bow domes. If a metal spout float is used a grapnel is sited between the float and the hose line (Figure 6A-3(a)). At night, floats are illuminated by the attachment of chemical lights.

6A103 Marker Buoy

The tanker also streams a marker buoy on which the receiving ship keeps station. This buoy may be a metal spout float or a netted plastic float as shown in Figure 6A-3. The distance to which the marker buoy is veered is adjusted to allow a deep bight in the hose when it is connected in the receiving ship. The bight allows for slight errors in station keeping. At night, marker buoys are illuminated by the attachment of chemical lights.

6A104 Hose End Arrangements

A standard astern refueling bridle assembly is fitted at the hose end. This is shown in Figure 6A-4. A securing clamp is fitted at the connection of the outboard 4.5 m length of hose and a two-legged bridle is shackled to the clamp. Two bridle pendants incorporating three ring-and-link fittings and a swivel connect the bridle to the hose line. The hose-end is attached to the last ring-and-link fitting by a hose pendant.

6A-1 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6A-1. Fueling Astern by the Float Method — Rig Streamed by Tanker

Figure 6A-2. Astern Fueling Reel

6A105 Nose Cone Fitted to the End of the Hose

The end of the hose is blanked off with a conical cap. The cap may be a sealed unit (Figure 6A-5(a)) or, because some delivering ships charge the hose with air to assist its flotation, the conical cap may be fitted with a bleed valve (Figure 6A-5(b)) to drain the air before the conical cap is removed. A socket wrench with a 38 mm socket is used to open the bleed valve (where fitted). Close the valve after the air has been bled off.

6A106 Connecting the Hose in the Receiving Ship

In all NATO astern refueling operations, the breakable spool coupling is used to connect the delivering ship’s rig to the receiving ship’s refueling system. The “B” end of the coupling is fitted by the tanker to the end of the hose and the “A” end is rigged by the receiving ship to the fuel riser or to a hose previously connected to the deck fueling connection.

6A-2 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6A-3. Floats Used in Astern Fueling

Figure 6A-4. Hose End Arrangements for Astern Fueling

6A-3 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6A-5. Conical Caps are Fitted to Astern Fueling Rigs

Table 6A-1. Control Signals

SIGNAL MEANING

DAY NIGHT CUSTOMER SHIP SUPPLYING SHIP Green Bat/Flag Green Wand/Light Hose connected. Pumping started Start pumping Red Bat/Flag Red Wand/Light Stop pumping or blowing Pumping or blowing through hose through has stopped White Bat/Flag Amber Wand/Light Blow through hose Blowing through started

6A107 Communications

Communications during astern fueling are by flashing light, flag hoist, and bat/wand/flag signals. Tele- phone communication between ships is not used. Basic communications and rendezvous procedures are given in Chapter 4. The flag hoist signals, described in Chapter 4, are used during astern fueling operations in addition to the control signals given in Table 6A-1.

6A108 Fueling Course and Speed

The fueling course and speed is determined by the OTC. Variations in speed assume more importance than steering a steady course when fueling astern of the tanker. Because judgment of relative speed and distance is more difficult than in abeam methods, great care must be taken in giving speed adjustments. Astern fueling can be carried out between 8 and 15 knots, with the best speed being 10 knots. Sea condition, strength of the gear being used, and the reserve speed of ships taking part are the governing factors. The tanker’s most suitable speed while recovering gear is 6 to 8 knots, and it should not exceed 10 knots. During heavy weather, it may be necessary to head downwind.

6A-4 ORIGINAL ATP 16(D)/MTP 16(D)

abc

FAIR Large Ships 171 m 116 m 55 m WEATHER Destroyers HOSE 122 m 98 m 24 m LENGTH and Below

FOUL Large Ships 225 m 170 m 55 m WEATHER Destroyers HOSE 176 m 152 m 24 m LENGTH and Below Notes:

1. Commanding officers should be aware that the foul weather length of hose can be specified as a requirement in the OPSTAT RASREQ regardless of prevailing weather conditions if it is considered necessary to endure adequate separation from the delivering ship.

2. The NATO Reelable Astern Rig can only be streamed to its full length of 228 m.

a = Marker buoy line.

b = Distance from delivering ship’s stern to receiving ship’s fuel connection.

c = Approximate distance from receiving ship’s roller fairlead to bridge.

3. Hose length equals b + c, which allows for the hose to tow in a bight.

Figure 6A-6. Station Keeping During Astern Refueling 6A109 Station Keeping

Refer to Figure 6A-6. In all cases, it is the responsibility of the tanker to maintain a steady course and speed as ordered by the OTC. The receiving ship is responsible for adjusting her course and speed to maintain correct station on the tanker. Actually, station keeping in a horizontal plane is a function of maintaining station on the hose because, at times, wind and sea action prevent the hose from streaming directly astern of the tanker’s stern roller. Commanding officers should be aware that the foul weather length of hose (see Figure 6A-6) can be specified as a requirement in the OPSTAT RASREQ regardless of prevailing weather conditions, if it is considered the extra hose length is necessary to ensure adequate separation from the delivering ship.

6A110 Altering Course

The procedures for altering course during astern refueling are laid down in ATP 1, Vol. II.

6A111 Altering Speed

The procedures for altering speed during astern refueling are laid down in ATP 1, Vol. II. Alterations in speed by the tanker should be made in increments of 1 knot. The receiving ship keeps very accurate station

6A-5 ORIGINAL ATP 16(D)/MTP 16(D) on the quarter of the tanker by keeping her bridge abreast a marker buoy towed by the tanker, and by staying about 12 meters clear of the tanker’s wake. While picking up the hose, speed should be not more than 10 knots.

6A112 Ship Handling Guidance

a. When carrying out a Float (Grapnel) method of astern fueling the ship should approach to a point where the hose line spout float/netted plastic float is 4 to 6 meters abeam and 20 meters abaft the roller fairlead. When the ship is settled, the float should be closed to within 2 to 4 meters to allow the hose line to be grappled.

b. Once the hose line is in hand and the float has been removed the distance between ship and hose line should be opened to between 6 and 9 meters. Speed is now increased by about 1 knot, maintaining the hose line at an angle of 90° to 120° to the fore-and-aft line of the ship as the hose line is hove in and the hose brought inboard.

c. Once the hose is inboard and connected and the steadying tackles secured, the ship should open further to 12 meters from the hose and then adjust the fore and aft position to maintain a shallow (walking stick) bight of hose in the water (approximately 30 meters). If the bight of either the hose line or hose grows too large then speed must be reduced as damage to the rig can occur.

d. The marker float provides a relative datum and will therefore not necessarily be in line with the bridge when the ship is in the correct position for the hose. Once the hose is connected the delivering ship can be requested to adjust the station marker to assist station keeping.

6A113 Preparations in Receiving Ship

Detailed preparations depend on the position of the fuel riser and the precise deck arrangements in the receiving ship. The following information provides general guidance only. It is assumed that all equipment provided is fit for purpose and of a suitable safe working load.

a. Rig “A” end of breakable spool coupling to fuel riser or, if required, to a hose previously connected to the deck fueling connection. Provide sledge hammer, ax, C spanners, ratchet/socket set spanners, drip tray, rags and eyewash bottle at fueling point.

b. Provide an inhaul line (16 to 21 mm diameter synthetic fiber rope), fitted at one end with a thimbled eye and an 8 mm diameter shackle. This will be attached to the float end of the hose line and used to lead the hose line to a capstan or winch. It should be of sufficient length for the task.

c. Provide a 20 mm diameter wire hose hanging pendant. Attach this pendant by a slip to a suitable eyeplate; the other end of the pendant is to be fitted witha8mmdiameter shackle or hook. The hose hanging pendant is hooked/shackled to the appropriate link on the hose bridle assembly and takes the weight of the gear during the fueling.

d. Rig roller block(s) to provide lead to capstan for inhaul line/hose line (if required).

e. Provide 3 grapnels tailed with 16 to 24 mm diameter rope tail of suitable length. Provide three large shackles to act as running shackles (See Figure 6A-7).

f. Provide sliprope/easing out rope of 28 mm diameter natural fiber rope. The length of the rope should be twice the length of the distance from the capstan/winch to the waterline via the roller fairlead, plus 15 meters for handling. This rope is used when disengaging the rig. The inboard end can either be eye spliced then attached to a slip or the end may be hitched to a suitable deck fitting and cut at the appropriate moment.

6A-6 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6A-7. Grapnel Terms Procedure

g. Provide steadying tackles and strops. The strops should be of the bale sling type. They should be rigged so it is possible to slip the tackles from either side.

h. Provide a good supply of robust rope stops for general use and to stop the hose line outboard ready for the disengaging phase.

i. If required, provide a “sliding” mat or small fender with hauling tails to prevent damage to the deck as the hose end is dragged to the connection point.

j. Provide 2 wooden spars (handspikes) 2 meters long x 40 mm diameter. These are used to manually assist the hose end through the roller fairleads.

k. Ensure firefighting equipment has been rigged.

l. Check power on capstan or winch and test for correct running.

6A114 Grapnelling the Hose Line

Three grapnel teams should be provided with gear made up ready to throw. In each team one man holds the grapnel, a second tends the weighted bight and the third passes the disengaged end through the roller fairlead, and acts as lead man of the lanyard party. During the approach phase grapnel team No. 1 should take up a position adjacent to the roller fairlead; the second and third teams should make up their gear, stand directly in rear of team No. 1 and be ready to move up and replace the previous team if they fail to grapple the hose line (Figure 6A-7).

6A115 Procedures for Connecting and Disconnecting the Rig

The procedures provided in Table 6A-2 are general and must be modified to suit the particular equipment and arrangements in the receiving ship. RS is the abbreviation for the receiving ship and DS for the delivering ship. Orders are shown in quotation marks.

6A-7 ORIGINAL ATP 16(D)/MTP 16(D)

Table 6A-2. Procedures for Connecting and Disconnecting the Rig (Sheet 1 of 3)

Order Signal Action “Throw the grapnel” Ensure the grapnel tail has been led through the roller fairlead and the weighted bight has been paid out to just above the water. “Stop hauling” Stop hauling on the grapnel lanyard, take a bight of the hose line in hand, bring it inboard and back it up. Maneuver the float to the mouth of the roller fairlead, shackle the inhaul line to the hose line link (Fig- ure 6-3), take down all slack, and bring the inhaul line to the capstan/winch. Transfer the weight of the rig to the inhaul line, detach the float whilst it is still outboard of the roller fairleads and take it aft, then inboard ready for returning. (After advising the Ship moves ahead to allow hose line to be heaved in at an angle of Captain to start 90° to 100° on the bow. In benign conditions the initial haul-in can be moving ahead) done by hand, but before the weight of the hose is on the hose line the line must be brought to the capstan or winch. “Heave in” “Stop heaving” This may be needed to allow the ship to get into the correct position relative to the hose. The hose line may also have to be veered if the ship loses position. “Heave in” Heave in the hose line to bring the hose end through the roller fairlead and onto the deck. Cut any rope stops that may be securing the hose end to the bridle. Continue to heave in until the required bridle ring and link assembly is near the hook of the hanging pendant. If necessary use handspikes to assist the hose through the roller fairlead and a sliding mat or fender to assist the hose end to the connection point. Ensure the hose collar always remains outboard of the roller fairleads. “Stop heaving, connect Stop heaving in the hose line and connect the hose hanging pendant the hanging pendant” to a link on the bridle. Select the link that facilitates easy connection of the breakable spool coupling. “Veer to the pendant” Veer the hose line until the weight is on the pendant. “Rig steadying tackles” Rig the steadying tackles. (Inform the Captain once this is done.) The ship can now open the lateral distance from the hose to 12 meters. “Connect up” Remove nose cone/breaking plate then connect the breakable spool coupling. Position a drip tray to catch minor leaks. Open shut-off valve.

6A116 Emergency Breakaway

An emergency breakaway may be initiated by either ship. As soon as the requirement for an emergency breakaway is apparent the order must be passed between bridge and RAS point and ship to ship. The aim is to disengage as quickly as possible without endangering life and with minimum damage to equipment; lines that foul must be cut. The quickest way of alerting personnel is to sound six short blasts; however, the executive order to conduct an emergency breakaway must come from the command. The procedure is provided in Table 6A-3.

6A117 Blow Through Procedure Using a Poly-Pig

Refer to Figure 6A-10. On completion of astern fueling, a delivering ship may clean through the hose using a “Poly-Pig.” Delivering ships that use this system should include the fact in their OPSTAT UNIT. The Poly-Pig is a polyurethane foam cylinder whose outside diameter is slightly larger than the inside diameter of the fuel hose. The pig is introduced into the system by the delivering ship, forced through the hose by air

6A-8 ORIGINAL ATP 16(D)/MTP 16(D)

Table 6A-2. Procedures for Connecting and Disconnecting the Rig (Sheet 2 of 3)

Order Signal Action “Off hose line, rig the Remove the hose line and rig the sliprope/easing out rope. Bring the sliprope/easing out rope” sliprope/easing out rope to the capstan or winch and heave in until just before it takes the weight. Keep the sliprope/easing out rope manned throughout the fueling. “On goggles” Personnel in the dump put on goggles. “Start pumping” Start Pumping Pressurize hose. Clear area except for men taking samples. “Rig the hose line ready Pass the bridle end of the hose line outboard over the guardrails then for disengaging” back inboard through the roller fairlead and stop it to a deck fitting adjacent to the hose (do not reconnect at this stage). Stop the hose line in large bights over the side to suitable deck fittings, working forward to aft, ensuring the first bight will not be fouled when the hose is slipped (Figure 6-8). The stops must be secured so they are easily cut free and sufficiently robust not to pull away under strain. Re-attach the marker to the hose line then lower the marker outboard over the side. “Stop pumping” Stop Pumping. Given when the RS is within 6 cubic meters of the fuel required to Start Blow complete the transfer. Initiated by the RS and ended by the DS (allow Through 5 to 10 minutes). At this point re-shackle hose line to bridle line. Stop Blow Check hose is clear. (Blow through may be restarted by RS if hose is Through (Re- not clear. RS then signals Stop Blow Through when clear). Start peated by RS) re-lashing hose to bridle (if required). RAS Complete Passed by both ships in confirmation that hoses are blown through and the replenishment is complete. Close shut-off valve, disconnect coupling, and replace nose cone/blanking plate. Pass the final hose end stop (if required). “Off steadying tackles” Remove the tackles and strops. “Heave in sliprope/easing Heave in sliprope/easing out rope until the weight is off the hose out rope” hanging pendant. “Stop heaving. Off Stop heaving. Unhook hanging pendant and pull well clear of hanging pendant” sliprope/easing out rope and hose.

pressure, then caught by a pig receiver (Figure 6A-10) fitted into the “B” end of the NATO coupling by the delivering ship during RAS preparations. Procedures in the receiving ship are as follows:

a. Receiving ship ensures that the pig receiver is present in the NATO coupling before connecting “A” and “B” ends of the coupling together.

b. After fueling operations are completed, and the “Stop blow through” signal has been acknowl- edged by the delivering ship: disconnect the hose at the breakable spool coupling and remove the pig receiver from the end of the hose; remove the pig from the pig receiver and dispose of the pig; replace the pig receiver in the NATO coupling “B” end and secure the nose cone/blanking plate to the hose end.

c. Carry out disengaging procedure as described earlier.

6A-9 ORIGINAL ATP 16(D)/MTP 16(D)

Table 6A-2. Procedures for Connecting and Disconnecting the Rig (Sheet 3 of 3)

Order Signal Action “Surge sliprope”* Surge the sliprope/easing out rope until the hose is outboard. Use handspikes to help it through the roller fairlead as necessary.** “Stop” Stop surging. The ship reduces speed by 1 to 1-1/2 knots (must not be done until hose is outboard). “Surge sliprope” Continue to surge until hose end is just clear of the water (Figure 6-9). “Cut/slip the sliprope”*** When the lead of the hose has drawn ahead to about 90 degrees to the fore-and-aft line, cut or slip the sliprope/easing out rope, thereby laying the rig back into the water. Run in the sliprope/easing out rope. “Cut the first stop” Normally done immediately after the sliprope/easing out rope is cut, but is dependent on the position of the hose/hose line at this stage. As subsequent bights of the hose line begin to straighten to 90° to the fore-and-aft line, individual stops are cut. The point at which the stops are cut is largely governed by the relative position of the ship. Inform the Captain when all lines are clear. Notes:

* To surge a rope is to allow it to ease out by its own weight or by the strain on the outboard end. A rope slipping round the barrel of capstan or winch is said to surge whether the barrel is stopped or turning to heave in. Surging when the barrel is turning to veer is dangerous.

** It may be necessary initially to veer the sliprope/easing out rope until it has sufficient weight on it to promote surging. In such circumstances care is to be taken to avoid riding turns, and no attempt should be made to veer and surge simultaneously.

*** When refueling from the NATO Reelable Astern Rig the sliprope/easing out rope must be cut. This is because the bridle ring is too small to allow a spliced eye to pass through it.

6A118 Danger from Fuel Loss

Because of the inherent danger of fuel loss caused by damage to the hose or fittings, it is essential to detect losses as soon as possible. A visual observation of the hose rig during daylight should reveal any leakage; however, during night fueling, the supplying ship should report immediately if a sudden pressure drop indicates a faulty hose rig.

6A-10 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6A-8. Fueling Astern — Foc’sle Arrangement Showing Rig Connected

Figure 6A-9. Fueling Astern — Disengaging the Rig

6A-11 ORIGINAL ATP 16(D)/MTP 16(D)

Table 6A-3. Procedure for Emergency Breakaway

SHIP ORDER SIGNAL ACTION Initiating ship “Emergency Prepare for emergency Receiving ship: Close shut off valve, break break- (can be either breakaway” breakaway (other ship able spool coupling, remove tackles. Clear the ship) acknowledges with pre- area as tasks are completed. Delivering ship: stop pare for emergency pumping. breakaway Delivering ship “Ready” Ready Tanker will always be ready once pumping has stopped. Receiving ship “Heave in” Heave in sliprope/easing out rope until weight is off the hose hanging pendant. Receiving ship “Off hanging Unhook the hanging pendant and keep it well clear pendant” of the rig. If the weight can not be taken off the pendant, or it is inaccessible, then the pendant must be slipped. Receiving ship “Ready” Ready Passed only as information to own bridge and tanker respectively. Receiving ship “Surge” Sliprope/easing out rope is surged until hose is just outboard of the roller fairlead. Receiving ship “Cut” Cut and recover the sliprope/easing out rope (the rope is cut whether a slip is fitted or not). If the hose line has not been re-attached it remains in the receiving ship. If the hose line has been re-attached it should be possible to cut the stops in the normal manner. If, because of the nature of the emergency breakaway this is not possible, or if the hose line snags, it must be cut. Notes:

(1) Little action is possible by the tanker other than to shut off the fuel supply.

(2) If the hose line has been removed, but the sliprope has not been rigged, the hose hanging pendant must be slipped to disengage the rig.

(3) If the hose line has not been removed, it is utilized as if it were the sliprope/easing out rope, although the float is not re-attached.

(4) The nature of this type of breakaway dictates that the tanker’s hose will not have been blown through and will therefore have to be recovered fully charged. An exercise of this type of breakaway should only be carried out after the hose has been blown through, or, if a different scenario is required, with the tanker’s agreement.

6A-12 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 6A-10. Poly-Pig (Left) and Pig Receiver (Right)

6A-13 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

6A-14 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER 7 Transfer of Solids

0700 Concept for Solid Cargo

0701 Cargo Loading and Delivery

1. The cargo loaded in a replenishment ship may be delivered to a distant base, other replenishment ships, or to one or more combatant ships. In addition, the embarked cargo may consist of one or many dif- fering commodities, particularly in the case of those multicommodity replenishment ships designed to provide combatants with “one stop” replenishment service.

2. Base Loading. A “base loaded” replenishment ship is one that transports cargo from base to base, or from base to other replenishment ships. The loading plan makes no allowance for cargo accessibility during the voyage.

3. Fleet-Issue Loading. A “fleet-issue loaded” replenishment ship is one that is scheduled to transport cargo for delivery to ships at sea. The loading plan pays particular attention to cargo accessibility during RAS operations. Fleet-loaded ships are not loaded to weight capacity. Instead, deadweight tonnage is sacrificed to attain and maintain cargo accessibility by means of passageways running both fore and aft and athwartships in all solid cargo storage spaces. Fleet-issue loading plans are peculiar to each operation. They are influenced by the type and class of supplying ship being used for the RAS operation, the kind and quantity of stores loaded in the ship, and the requirements of the customer ships.

4. Standard Units. During a national emergency or in wartime, supplying ships may be fully or partly loaded with standard units of certain categories of materials, making it unnecessary to requisition by items the articles included in such units. In peacetime when replenishment operations are more regu- larly scheduled, ships are loaded on the basis of requisitions or anticipated fleet requirements.

5. Cargo Plan. The location and distribution of cargo in the replenishment ship is normally made according to a loading plan agreed to by representatives of the ship and the loading depot.

a. This plan is based on the following considerations:

(1) Design and construction of the replenishment ship.

(2) Kind and amount of cargo.

(3) Anticipated schedule of transfer to customer ships.

(4) Type and location of transfer stations on the customer ships.

b. The commanding officer normally retains the final responsibility for ensuring that his ship is properly loaded within its designed capabilities.

0702 Loading the Supplying Ship

1. Loading Plans. The supplying ship must carefully prepare its loading plans to ensure accessibility of cargo for RAS.

7-1 ORIGINAL ATP 16(D)/MTP 16(D)

2. Loading Factors to be Considered. To achieve flexibility, the following general principles should be used in the loading of ships for delivering supplies to the fleet at sea:

a. The overall objective in fleet-issue loading is to ensure efficiency in unloading.

b. Regardless of the number of transfer stations to be used during unloading, portions of the same kind of cargo will be stowed, where practicable, in various holds so that it can be broken out simultaneously near as many transfer stations as possible.

c. Adequate passageways and working areas are required in the cargo holds to permit quick segre- gation, checking, and independent handling of different types of goods. Provisions must be loaded so that they can be readily reshored to reduce the hazard to personnel from shifting cargo.

d. Bulky and heavy items should be placed near loading areas and in holds that can accommodate their disposal most easily. The hatch opening, the height of the hold, and the fact certain types of customer ships can take on bulky items at certain reception stations must be considered.

e. Replenishment must be accomplished at the highest tonnage rate per hour and in the shortest time consistent with safety.

0703 Transfer Stations

The number of transfer stations to be rigged in the supplying ship is governed by such factors as ship construction, cargo stowage facilities, and available personnel. Normally, efficient manning of four or five transfer stations should be attained to permit abeam replenishment of one large ship (usually on the port side) and one small ship (starboard) simultaneously.

0704 Cargo Handling Equipment

1. The efficiency of the replenishment operation depends on the efficient movement of loads from the stowage areas to the transfer stations on the supplying ship and also on the timely clearing of the reception area on the customer ship. An important asset in attaining efficiency is the range and capability of the cargo handling equipment on board each of the two ships. The cargo handling equipment may consist of forklift trucks, pallet jacks, transporters, and other power equipment for moving palletized cargo or heavy items. Where the cargo is not palletized and must be moved to the transfer area for assembly into net loads or pallet loads, roller conveyors and other means may be used to move cargo within the ship.

2. Selection of handling equipment for any particular replenishment situation will depend on:

a. Size and weight of items of cargo.

b. Cargo location with respect to the elevator, hatch, or conveyor.

c. Degree of prepalletization that is possible in the stowage area.

3. When required, the supplying ship may provide certain cargo handling equipment such as pallet trucks and roller conveyors to the customer ship for use during the operation. Such equipment shall be returned prior to disengagement.

4. Because of the differences in available equipment and the space limitations on combatants, each ship presents a different problem. Ships must develop quick and efficient techniques or methods for handling incoming cargo loads within the limits of safety. Modern replenishment ships generally provide the cargo faster than the customer ship can clear the landing area; consequently, the speed of the replenishment is determined by the customer ship’s ability to clear the area. The movement of the provisions and

7-2 ORIGINAL ATP 16(D)/MTP 16(D) stores from the reception station to the storerooms must be accomplished without prejudice to the primary mission of the combatant/customer ships.

0710 Possible Methods for Transfer

1. Use of Tension. The support line may be given a constant tension by a device such as a ram or an automatic winch, or it may be a nontensioned rig. Systems originally developed in the United States are called highline rigs; those developed in the United Kingdom are called jackstay rigs.

2. General Method. The basic method for the transfer of solids is a support line rigged between ships on which a traveler block traverses. This in turn supports the cargo. In the case of the highline rig, the inhaul and outhaul lines will be controlled by the delivering ship if a STREAM rig with tensioned inhaul/outhaul lines is used. If this rig is not used, the outhaul line will be controlled by the receiving ship as is done in the jackstay rigs.

3. Use of Outhaul and Inhaul Lines. When the outhaul is controlled by the receiving ship, the cargo is moved across by the delivering ship paying out on the inhaul line while the receiving ship hauls in on the outhaul line. The operation of the inhaul and outhaul lines is reversed for returning the traveler block to the delivering ship.

4. Selection of a Transfer Method. The selection of a particular transfer method is influenced by a number of factors, such as:

a. The receiving ship’s ability to receive the delivering ship’s support line.

b. Type and quantity of cargo to be transferred.

c. Weight and size of the load to be transferred.

d. Prevailing weather and sea conditions.

e. Data included in the replenishment message concerning limitations or special requirements of the receiving ship.

5. Standard Connecting Link (NATO Standard Long Link). The NATO standard long link is a standardized link to permit connect-up of RAS rigs between ships of various NATO nations. The NATO standard long link shall be static tested to 24,000 decaNewtons, subject to the limitations of the reception station. Dimensions of the standard long link are shown in Figure 7-1. Typical installations of the long link are shown in Figures 7-2 through 7-4.

6. Standard Load Weight. The standard NATO maximum load weight is 2 metric tons.

0711 Preparations of the Delivering Ship

General preparations of the ship before an RAS operation are essentially the same as for the transfer of liquids. See Figure 6-1 for check-off lists. The following preparations should also be made:

a. Deck Department.

(1) Check each transfer station to see that it is properly rigged for the method of transfer.

(2) Check the label plates and ensure that the highpoints and other attachment points to be used have been given the approved static test.

7-3 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-1. NATO Standard Long Link Dimensions

7-4 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-2. Modification to Use Standard Long Link

Figure 7-3. Bulkhead-Mounted Fixed Eyeplate and Long Link

7-5 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-4. Typical Support Line Arrangement with Standard Long Link

(3) Ensure proper placement and operation of gravity roller conveyors and such mechanical material handling equipment as may be available.

(4) See that appropriate carriers, such as cargo nets, skip boxes, transfer-at-sea chair, and transfer bags are on transfer station ready for use.

(5) When applicable, ensure that the topping lift brake is set on topping lift winch and that preventer stoppers are in place and/or that pawls are engaged prior to use of the rig.

b. Supply Department.

(1) Receive requisitions, ration items in short supply, and prepare hatch check sheets.

(2) Total the quantities of stores going to each ship from hold, and estimate number of net loads for each ship.

(3) Allocate number of cargo loads to each transfer station.

(4) Before breakout commences, allocate deck space for each ship and label the space allocated.

(5) Furnish checkers for transferred cargo at each station.

(6) Ensure that stores and/or ammunition have been broken out for transfer to maximum extent possible.

(7) Ensure that checkers, hatch officers, and leading petty officers have information available to enable them to ensure that ships abeam get correct amount and kind of stores and/or ammunition.

0712 Preparations of the Receiving Ship

General preparations of the receiving ship are essentially the same as for the transfer of liquids. See Figure 6-2 for check-off lists.

7-6 ORIGINAL ATP 16(D)/MTP 16(D)

0720 Transfer of Ammunition and Missiles

The transfer of ammunition and missiles at sea is the most exacting and hazardous of all replenishment operations. The greatest care must be taken to avoid accidents that could result in the destruction of both the ammunition ship and the ship(s) alongside. Great emphasis must be placed on the safe and expeditious handling of ammunition and missiles.

CAUTION

Personnel engaged in handling ammunition and missiles must know and comply with all safety precautions regarding the methods and equipment for handling ammunition and missiles. They must also be thoroughly familiar with the general safety precautions found in this publication.

0721 Characteristics of Ammunition Ships

1. Ammunition ships are specifically designed to transport and transfer ammunition and missiles. Their holds are sheathed, ventilated, and sprinklered for cargo safety. Some ships have facilities for handling special weapons; others have VERTREP facilities. Certain ammunition ships are equipped for transfer of fuel and provisions, as well as ammunition and missiles.

2. Normal replenishment speed for ammunition ships when transferring ammunition and missiles is 12 to 16 knots. Fast combat support ships and major combatants can transfer ammunition and missiles at higher speeds, when weather and sea conditions permit. The replenishment speed will be promulgated by the OTC.

0722 Loading for Transfer of Ammunition and Missiles

1. Planning prior to a replenishment operation ensures proper loading of the ammunition ship and an orderly transfer of ammunition and missiles between ships.

2. Cargo Plan. Ammunition ships are loaded in accordance with a specific cargo plan that shows the location of each item of cargo. The plan should provide some flexibility to accommodate possible changes in the replenishment schedule. A cargo plan must consider the following items:

a. Designated deck-loading capacity of the ship.

b. Cubic volume and weight of items of cargo.

c. Distribution of cargo for proper trim and stability at sea as scheduled transfers of cargo are made.

d. Provision for adequate, clear, working spaces within the cargo area.

e. Safe location of cargo in relation to the ship’s vulnerability to mine or collision damage.

3. Exchange of Information.

a. Receiving Ship. After the replenishment schedule has been determined, each scheduled receiving ship should provide the delivering ship with the following information:

(1) Commodity identification by type and quantity (include mode/identification numbers) specifically required at each station.

7-7 ORIGINAL ATP 16(D)/MTP 16(D)

(2) Order for transfer of missiles and boosters: booster-booster, missile-missile; or booster- missile, booster-missile.

(3) Direction that missiles and boosters should face during transfer, as required by the receiving ship’s strikedown system.

(4) Need to receive partial pallet loads of ammunition, if full pallet loads cannot be handled.

(5) Requirements for special handling equipment to expedite strikedown.

(6) Specific information on missile transfer.

(7) Missile return arrangements. When the receiving ship plans to return missiles, it shall advise the delivering ship of:

(a) Number and type of missiles.

(b) Sequence within the transfer cycle: before receiving new missiles, or alternately receiving and returning missiles.

4. Delivering Ship. The delivering ship shall advise the receiving ship on the following items:

a. Transfer stations to be used.

b. Transfer rigs to be used.

c. Breakaway procedures to be used when transfers are completed.

d. Any required deviations from the receiving ship’s desired plan.

5. Reports. It is the delivering ship’s responsibility to prepare and submit reports required for the loss of or damage to ammunition and missiles during transfer; this responsibility is the receiving ship’s, once ammunition and missiles safely reach her deck.

0723 Preparing Ships for Transfer

1. Most of the preparations by the delivering ship and the receiving ship for the transfer of ammunition and missiles are similar to those required for the transfer of provisions and stores.

2. Specific attention should be paid to the following:

a. Limit breakout of ordnance prior to the replenishment operation to that required to preclude a significant reduction in the transfer rate.

b. When breakout is made prior to the replenishment operation, vapor barrier bags on containers and weapons that are sensitive to moisture should not be removed prior to the time for transfer.

c. Both ships provide wedges, chocks, preventers, etc., to prevent rolling and shifting of ammunition on deck.

d. Cover landing areas with matting when bare ammunition is to be transferred (i.e., when an item is not in a transfer dolly, in its prescribed container, or on a pallet).

7-8 ORIGINAL ATP 16(D)/MTP 16(D)

e. The receiving ship’s plans must provide for keeping the landing area clear for arriving cargo and for expediting strikedown. Make maximum use of mechanical handling and strikedown equipment.

f. If the receiving ship does not have pallet trucks or enough Mk 45 handlift trucks, it should request the delivering ship to send them over at the beginning of the transfers. The delivering ship should have special handling equipment ready for transfer when the receiving ship comes alongside. The receiving ship must return special handling equipment to the delivering ship when the transfers are completed.

g. Adequately pad decks, bulkheads, and gun mounts in the vicinity of the transfer station to prevent damage to ammunition and missiles during the transfers.

0724 Transferring Ammunition and Missiles

1. Load Limitations.

a. Loads for transfer must meet requirements for the transfer rig used and for the type of ammunition or missile to be transferred.

b. Limit loads for transfer to those that can be safely handled under existing conditions. Com- manding officers should reduce loads below the permissible maximums during adverse conditions.

2. Test Loads. Prior to transfer of any type of live ammunition, test the rig to be used by cycling a dummy load or a low value load of sufficient weight. The weight of the dummy load should be compara- ble to the weight of the load to be transferred.

3. Handling and Transfer Procedures.

CAUTION

All necessary precautions must be taken to prevent damage to ammunition and missiles during transfer, such as adequate padding on decks, bulkheads, and gun mounts.

a. Use mechanical handling and strikedown equipment, such as roller conveyors and ammunition slides, whenever they are available. They will reduce the work involved in manually lifting and moving ammunition. They will also decrease the likelihood of damage to materials and injury to personnel.

b. Transfer missiles and missile components simultaneously; so that, if the replenishment operation is interrupted, missiles that are already on board the combatant will be complete for operational purposes.

c. The order for transfer of missiles and boosters is specified by the combatant, as determined by its strikedown system.

d. The direction that missiles face during transfer is also specified by the combatant, since the forward end of the missile must face the launcher, after the missile has passed through the combatant’s strikedown system.

7-9 ORIGINAL ATP 16(D)/MTP 16(D)

e. When an awkward or sensitive missile or ammunition load is to be transferred, use tag lines, a load stabilizer, or a STREAM strongback to prevent the load from rotating and to control the pen- dulum action of the load.

f. To expedite transfer of Tartar/Standard MR missiles, the delivering ship must properly align the rail components with a standard rail gauge. This should be done prior to sending the dolly to the receiving ship for either on-loading or off-loading of missiles.

g. If the receiving ship does not have the unloading area or the capability to handle full pallet loads, the ammunition ship should send over partial pallet loads.

h. Transfer loose rounds and individual small containers in skip boxes, metal pallet crates, or cargo nets.

i. Once a transfer dolly is unloaded, return it to the delivering ship for reloading and retransfer. After transfers are completed, return remaining dollies and pallets, empty containers, handling bands, pallet trucks, Mk 45 handlift trucks, and so forth to the delivering ship. Return small items in a skip box or net.

0730 Missile/Cargo STREAM System

1. Both the delivering and receiving ships must be suitably equipped for the STREAM (Standard Tensioned Replenishment Alongside Method) system. Figure 7-5 shows the basic STREAM rig configuration. The load is suspended from a ram-tensioned wire support line that automatically compensates for roll and minor variation in station keeping during the transfer operation. The lateral movement of the load between the ships is controlled by the delivering ship and the outhaul line may be controlled by either the delivering or receiving ship. These lines may be tensioned or nontensioned, depending on the rig used. (Figure 7-6 provides alternate configurations for rigging STREAM.)

Figure 7-5. Missile/Cargo STREAM Rig

7-10 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-6. STREAM Rig Configurations

7-11 ORIGINAL ATP 16(D)/MTP 16(D)

2. Most of the STREAM equipment is installed onboard the delivering ship. Major components are:

a. Ram tensioner.

b. Support line.

c. Sliding block.

d. Inhaul and outhaul line winches.

e. STREAM support line traveler block.

f. Traveling SURF or STAR.

g. Cargo hook or cargo drop reel.

3. STREAM is rigged onboard the receiving ship to a:

a. Sliding padeye.

b. Fixed eyeplate.

c. Pendant reception station.

d. STREAM support leg.

0731 Delivering Ship Equipment

1. Ram Tensioner. The ram tensioner consists of the ram and ram cylinder air-oil accumulator, air flasks, and position indicator. When the ships roll, the ram moves up or down to take in or pay out wire as necessary to keep the support line at a constant tension (within about 10 percent of the selected tension).

2. Sliding Block. The sliding block (Figure 7-7) lowers the traveler block and the support line to the deck of the delivering ship to permit convenient pickup of loads. The block is then raised up the kingpost to the required height for transfer of traveler block and load to the receiving ship.

Figure 7-7. Sliding Block

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Figure 7-8. Inhaul and Outhaul Lines Rigged with Winches in Tension Control

7-13 ORIGINAL ATP 16(D)/MTP 16(D)

3. Inhaul and Outhaul Line Winches. Inhaul and outhaul line winches (Figure 7-8) in the delivering ship move the traveler block and load. During STREAM operations with all tensioned wires, the outhaul line is reeved through an outhaul line fairlead fixture in the receiving ship and latched to the outboard side of the traveler block. The outhaul line then hauls the traveler block to the receiving ship. The inhaul line is attached to the inboard side of the traveler block to haul it back to the delivering ship. STREAM inhaul and outhaul line winches can be operated in two different modes: speed control and tension control.

a. Speed Control. As in the case of most cargo winches, inhaul and outhaul line winches when operated in speed control respond to movement of the operator control handle only. When the operator moves the control handle to the “payout” direction, the winch pays out. When he moves the handle to the “haul in” direction, the winch hauls in. When the handle is in neutral (hands-off position), the internal winch brake sets and the winch drum will not move.

b. Tension Control.

(1) In tension control, the winches respond not only to movement of the operator control handle but also to a tension-sensing mechanism in the winch. In tension control, the internal winch drum brake remains released at all times. When the inhaul and outhaul line winches are switched to tension control and the operator control handle is in neutral, the winches immediately haul in, applying and maintaining minimum tension (about 450 kg) in the wire ropes.

(2) The tension-sensing mechanism measures tension in the wire rope (either directly from the wire rope or through pressure changes in the hydraulic fluid). Movement of the control handle in the “increase tension” direction on the inhaul or outhaul line control increases tension in the wire. Full movement of the control handle in the “increase tension” direction applies about 2,250 kg of tension to the wire rope of the winch control being moved.

(3) Tension control compensates for ship motion. The major reason for tension control in the inhaul and outhaul line winches is to prevent tightening caused by ship movement during transfer.

4. STREAM Support Line Traveler Block. The STREAM traveler block rides on the support line and can carry loads up to 4,050 kg. For those receiving ships equipped with a sliding padeye, a cargo adapter hook is attached to the traveler block (see Figure 7-9); for those ships not equipped with a sliding padeye, a cargo drop reel is attached to the traveler block (see Figure 7-10). The traveler block outhaul whip connection is fitted with a shear pin that will give at 6,300 kg to protect the system.

5. Traveling SURF (Standard Underway Replenishment Fixture). Traveling SURF is provided by the delivering ship and is used at the reception station to provide a return fairlead for the tensioned outhaul line. It is called “traveling SURF” because it travels from the delivering ship to the receiving ship along the support line after the support line has been connected at the reception station and has been tensioned. It is supported during transit by the support line that is reeved through a tube at the center of the SURF (Figure 7-11). As the SURF is pulled to the receiving ship by a messenger attached to the outboard side, the SURF carries with it a bight of outhaul line that is reeved through two fairlead sheaves. When the SURF reaches the receiving ship, it is connected by a hook to the bail on the STREAM pelican hook (see Figure 7-11).

6. STAR (SURF Traveling Actuated Remotely). STAR is an automatic hook-up device for the traveling SURF. See Figures 7-12 and 7-13 for the messenger-rigged STAR.

7. Cargo Drop Reel. The CDR is used to lower the load from a tensioned support line to the reception station when a fixed eyeplate or pendant reception station is used. The CDR lowers the load at a controlled rate. Two models are presently in use; the Mk I CDR with a 1,800 kg capacity, and the Mk II CDR with a 2,600 kg capacity (see Figure 7-10). Drop reels will lower their rated loads, but cannot raise loads

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Figure 7-9. Sliding Padeye and STREAM Trolley with Cargo Adapter Hook

7-15 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-10. Cargo Drop Reel

7-16 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-11. STREAM Rig with Traveling SURF

7-17 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-12. STREAM Rig with Messenger-Rigged STAR — Passing the Rig

7-18 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-13. STREAM Rig with Messenger-Rigged STAR — Hauling into Reception Station

7-19 ORIGINAL ATP 16(D)/MTP 16(D) greater than 68 kg. A minimum load of 136 kg is required to lower the drop reel hook when the brake is released.

0732 Receiving Ship Equipment

1. Sliding Padeye. The sliding padeye, or movable eyeplate, is mounted to a sliding padeye device. It is moved in a vertical direction and guided by means of tracks. It is raised or lowered by an electric drive motor. When the loaded traveler block reaches the receiving ship, the sliding padeye is lowered so that the load may be released from the traveler block. When the load has been released, the eyeplate is raised to return the traveler block. In this way, the support line can remain tensioned at all times.

2. Fixed Eyeplate.

a. The fixed eyeplate arrangement will vary from ship to ship. The STREAM rig requires one eyeplate with a long link for connecting the 35 mm pelican hook on the support line, and a second eyeplate is required for a fairlead block for the rigging messenger or outhaul line (depending on the STREAM rig used). Fixed eyeplates are permanently mounted on the bulkhead, kingpost, or outrigger above the load landing area. Figure 7-14 shows a typical fixed eyeplate arrangement.

Figure 7-14. Fixed Eyeplate Arrangement

b. When using a receiving ship outhaul line (hand-tended or winch-tended), the fairlead eyeplate should be 15 to 45 cm below the support line eyeplate to give direct pull on the traveler block. Use of a fixed eyeplate keeps the support line at a single point above the load landing area. To lower the load, a cargo drop reel is used.

3. Pendant Reception Station. STREAM rigs can also be sent to pendant reception stations. When rigging to a pendant reception station, the 35 mm STREAM pelican hook on the support line is attached to the outboard end of the pendant at deck level. After connecting the support line, the pendant is

7-20 ORIGINAL ATP 16(D)/MTP 16(D) raised to operating height, and the pendant pelican hook is connected to the deck eyeplate. For lowering loads at a pendant reception station, the cargo drop reel is used.

4. STREAM Support Leg. When a rig is received by an aircraft carrier, it may be rigged to a STREAM support leg (see Figure 7-15). This rig may be rigged in the same way as a pendant reception station.

Figure 7-15. Carrier Reception Station with STREAM Support Leg

0733 Missile/Cargo STREAM Rigs

1. STREAM with Tensioned Inhaul/Outhaul Lines. With tensioned inhaul and outhaul lines, the delivering ship controls the tension on the support, inhaul, and outhaul lines. By increasing the tension on the outhaul line, the traveler block and load are moved to the receiving ship; by increasing the tension on the inhaul line, the traveler block is returned to the delivering ship. The receiving ship’s ability to attach the outhaul line receiving fixture is the factor that determines which rig is used. The basic STREAM rig with tensioned inhaul/outhaul lines can be used with two variations:

a. STREAM with traveling SURF (see Figure 7-11).

b. STREAM with messenger-rigged STAR (see Figure 7-12).

2. STREAM without Tensioned Inhaul/Outhaul Lines. In these rigs, the delivering ship controls the support and inhaul lines, but the receiving ship controls the outhaul line. These rigs are used when the delivering ship cannot provide a tensioned inhaul/outhaul line rig or the receiving ship highpoint is unable to accept the tensioned inhaul/outhaul line rig. The load is moved to the receiving ship by the receiving ship hauling in on the outhaul line and returned to the delivering ship by the delivering ship hauling in on the inhaul line. The STREAM rig without tensioned inhaul/outhaul lines can be used as follows:

a. STREAM with hand-tended manila outhaul line (see Figure 7-16).

b. STREAM with Burton whip outhaul line (see Figure 7-17).

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Figure 7-16. STREAM Rig with Hand-Tended Manila Outhaul Line

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Figure 7-17. STREAM Rig with Burton Outhaul Line

7-23 ORIGINAL ATP 16(D)/MTP 16(D)

3. Receiving Ship Considerations. The highpoint for the support line should be capable of accepting a minimum static load test of 14,500 kg for a STREAM rig with tensioned inhaul/outhaul lines and of 1,800 kg for a STREAM rig without tensioned inhaul/outhaul lines. The minimum height of the highpoint for the support line from the landing deck area is 5.1 meters. The transferred loads may be lowered to the receiving ship’s reception station by one of the following methods.

a. Cargo Drop Reel. The CDR is attached to the STREAM traveler block (see Figure 7-l0) and the load is then attached to the CDR hook. When the load reaches the receiving ship’s landing area, a brake releasing lanyard is pulled and the load is lowered to the deck at a controlled rate. For CDR capacities, see paragraph 0731.7.

b. Sliding Padeye. The eyeplate (movable highpoint) is powered to move up and down a guided track mounted on a kingpost (see Figure 7-9). The kingpost may be either a permanent or a retractable type. For delivery of loads to a sliding padeye, the delivering ship attaches a cargo adapter hook to the STREAM traveler block.

c. Detensioning the Support Line. In those instances in which the receiving ship is not fitted with a sliding padeye and a cargo drop reel is not available, or is incompatible with the load being transferred, the support line can be detensioned when the load is over the reception station. This method is the least preferred of all, is much slower, and the cargo is more likely to be damaged in lowering it to the deck.

0734 Passing the STREAM Rig

1. STREAM is passed and tensioned in the following manner:

a. The shackle end of the messenger is secured to the end of the support line.

b. The gunline/bolo line is passed to the receiving ship.

c. The gunline/bolo line is secured to the messenger line.

d. The messenger and support line are passed to the receiving ship.

e. The support line is secured to the highpoint with a quick-release device such as a pelican hook (see Figure 7-12). The pelican hook is always provided by the delivering ship.

f. When signaled by the receiving ship, the support line is tensioned by the delivering ship (see Figure 7-8).

g. The outhaul line and the outhaul line fairlead fixture (traveling SURF or SURF with STAR) are passed to the receiving ship.

h. If a tensioned inhaul/outhaul line rig is used, the delivering ship will tension the inhaul/outhaul lines.

i. Commence transfer operations.

0735 Cargo Transfer (Receiving Ship) with STREAM

1. STREAM rigs, like all connected wire rigs, require the wires to be fairlead from highpoints on both the delivering and receiving ships. This ensures that loads safely clear the deck edges and remain clear of the water during transfer. With STREAM, load control is a direct result of maintaining a tensioned wire rope support line throughout the transfer cycle. To accomplish this, a means must be provided to raise and

7-24 ORIGINAL ATP 16(D)/MTP 16(D) lower the load from the deck without detensioning the rig. In delivering ships, this is done by raising and lowering the STREAM transfer head.

2. Three methods are available for lowering the load at the receiving ship:

a. Lowering the entire STREAM rig by lowering the rig highpoint eyeplates.

b. Lowering the load while the rig remains tensioned and attached to a fixed eyeplate or pendant.

c. Detensioning the rig momentarily when the load reaches the receiving ship.

3. The first method requires a sliding padeye reception station. The second method requires a cargo drop reel. The third requires the use of special operating procedures. Operating procedures for each method are presented in the following paragraphs.

4. Sliding Padeye. The sliding padeye (Figure 7-18) provides the same function as the sliding block on the delivering ship. It raises and lowers the rig highpoint eyeplate, bringing the rig down to the deck where the incoming load can be easily disconnected. A sliding padeye in the receiving ship permits rigging with increased speed and safety at deck level. Constant load control throughout the transfer cycle is also gained. The sliding padeye also allows the receiving ship to return heavy loads back to the delivering ship.

a. Receiving Ship Rigging Procedures. Although most sliding padeyes are designed to receive any STREAM rig, the preferred rig is STREAM with traveling SURF. All rigging is done with the eyeplate at the down position.

b. Sliding Padeye Operating Considerations. During the transfer cycle, the eyeplate is kept in the up position so that the load clears the deck edge (see Figure 7-18). When the load has reached the receiving ship and is over the load landing area (normally the traveler block is two-blocked against the traveling SURF), the eyeplate is lowered to bring the load to the deck. The eyeplate is lowered until the load slings are slack and can be detached from the cargo hook or load. When the load is detached, the eyeplate is raised again and the delivering ship hauls in the traveler block.

5. Cargo Drop Reel. The CDR (Figure 7-10) is a device that lowers the load from the tensioned support line allowing the STREAM rig to be used by a ship having only fixed eyeplates, a pendant reception station, or support legs. Although the CDR does not provide the same degree of load control as the sliding padeye, it does allow the load to be lowered under the control of the receiving ship.

a. Cargo Drop Reel Operating Procedures. Before commencing transfer of cargo, the CDR should be exercised by the delivering ship attaching a dummy load to the hook and raising the transfer head 3 to 4.6 meters . Operate the brake release lanyard and lower the load. Slack the brake release lanyard and stop the load at least once during load lowering. Ensure that the brake is holding and that linkage operation is free and smooth. Disconnect the load, pull the lanyard, and return the hook to the two-blocked position.

b. Brake Release Lanyard. The brake release lanyard (see Figure 7-19) is used to lower or raise the cargo hook on the CDR. About 32 kg of force on the lanyard will release the static brake on the drop reel drum, leaving the drum free to rotate. With a load of more than 181 kg) on the cargo hook, the force overcomes the spring motor in the drop reel and the load will lower at a controlled rate (see Figure 7-19). With a load of less than 68 kg on the cargo hook, the spring motor on the drop reel drum will overcome the line force and hoist the cargo hook.

7-25 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-18. Sliding Padeye Reception Station

7-26 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-19. Cargo Drop Reel Used to Lower Load Delivered to a Fixed Eyeplate or Pendant

7-27 ORIGINAL ATP 16(D)/MTP 16(D)

NOTE

When the brake release lanyard is slacked, the brake will set and the hook will stop whether it is going up or down. When the brake release lanyard is pulled, the hook will go up or down. c. Cargo Drop Reel Hook. Hand grips (see Figure 7-20) are located on each side of the drop reel hook for use when pulling down the cargo hook to obtain slack in the cargo slings.

Figure 7-20. Cargo Drop Reel Hook d. Removing Slings from Palletized Stores.To remove the sling from palletized stores, these procedures are followed by the receiving ship:

(1) The traveler block and palletized load are hauled to the receiving ship by the outhaul line.

(2) The CDR operator takes the brake release lanyard in hand, stands clear of the load, and pulls the lanyard to lower the load.

(3) As the load nears the deck, cargo handlers rotate the load to desired orientation of load (Figure 7-21).

7-28 ORIGINAL ATP 16(D)/MTP 16(D)

(4) When the load reaches the deck, the CDR operator continues pulling the brake release lanyard.

(5) Cargo handlers haul down the cargo hook to obtain slack in cargo slings (see Figure 7-22).

CAUTION

The next step must be performed exactly as described or the cargo drop reel will start to rewind.

(6) When cargo handlers have enough slack to slip the sling from the pallet, the CDR operator slacks the lanyard to hold the hook in the down position.

(7) Cargo handlers slip the sling from the pallet.

(8) One cargo handler hand-tends the sling legs outboard clear of the load and other cargo handlers.

(9) Signal the delivering ship to haul back the traveler block and sling. At the same time the cargo drop reel operator pulls the brake release lanyard to haul up the hook and empty sling.

(10) When empty sling legs are high enough to clear the deck edge, slack the brake lanyard and tend the lanyard clear of the deck edge.

(11) If space is available, stack the empty pallets outboard of the load landing area with sling (open) ends of the pallets facing forward and aft.

(12) Every third or fourth load, engage the sling to the empty pallets and return to the delivering ship. When planning to return empty pallets, additional lowering of cargo hook may be required. Empty pallets or other retrograde material must weigh less than 68 kg per load or the cargo drop reel will not hoist the load clear of the deck.

(13) When slings are engaged on the return load, the cargo drop reel operator pulls on the lanyard to release the brake. The hook will go up and lift the empty pallets clear of the deck. Cargo handlers can assist by lifting on the pallets (see Figure 7-23.)

NOTE

Retrograde material should not exceed 68 kg per load. e. Removing Slings from Palletized Ordnance. To remove slings from palletized ordnance, follow the same general procedures used for removing slings from palletized stores. Since ordnance bars are engaged in the pallet, additional slack must be provided in order to disconnect the sling hooks from the bars and to remove the bars from the pallet (See Figure 7-24.) f. Heavy Load Return. Loads in excess of 68 kg can be returned with the cargo drop reel by two methods.

(1) Preferred Method.

(a) Delivering ship lowers the sliding block to full down position.

(b) Receiving ship secures the cargo drop reel hook to the load and pulls the brake release lanyard to take up all slack in cargo drop reel cable.

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Figure 7-21. Handling Palletized Stores as Load Arrives Aboard

Figure 7-22. Hauling Down on Sling to Get Slack

7-30 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-23. Returning Empty Pallets to Delivering Ship

(c) Delivering ship, upon signal from the receiving ship, raises the sliding block to the top of the kingpost. (This should allow the load to clear the receiving ship’s deck.)

(d) Delivering ship hauls in slowly until the load has cleared the receiving ship’s deck.

(e) When the load reaches the delivering ship, lower the sliding block slowly until the load reaches the deck. Pull the cargo drop reel lanyard until the cargo drop reel has fully retracted.

(2) Acceptable Method.

(a) If a load has just been received, keep the cargo drop reel hook in the down position. Position the return load under the hook, or move the traveler block and hook over the return load. Pull additional slack cable from the cargo drop reel if required.

(b) Secure the sling to the cargo drop reel hook, and pull the brake release lanyard to take up all slack in the cargo drop reel cable and slings. Continue to hold the brake release lanyard.

(d) As the support line is detensioned, the traveler block and cargo drop reel will lower and the cargo drop reel will take in the slack wire (see Figure 7-25).

(e) Stand clear of the load and signal the delivering ship to tension the support line.

(f) As the rig is tensioned, slack off the cargo drop reel release lanyard to set the brake. The load will be lifted clear of the deck. The load will tend to run outboard when lifted clear of the deck. Depending on the outhaul line configuration used, the delivering or receiving ship must tend the outhaul line carefully to control the load until the rig is fully tensioned.

7-31 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-24. Handling Palletized Ammunition

7-32 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-25. STREAM Rig Head Lowered to Pick Up Heavy Load

(g) Signal the delivering ship to haul in on the traveler block. If several loads are being returned and no loads are sent, the delivering ship should use the cargo drop reel to lower the returned loads to her deck in lieu of lowering the sliding block. When the load is on the delivering ship’s deck and released from the hook, leave the hook in the down position and return the traveler block and cargo drop reel to the receiving ship for the next load.

6. Tension/Detension of STREAM Rig. The third method for lowering the load from a STREAM rig at a reception station is tension/detension. This is the least desirable method for lowering the load because controlling the load during the detension phase requires close coordination and skill by winch operators. However, tension/detension does permit delivery of loads heavier than the cargo drop reel’s capacity (1,800 or 2,600 kg) when using a fixed eyeplate in the receiving ship. The key people in a tension/detension operation are the winch operators and the receiving ship’s cargo handlers. All personnel must be familiar with the following step-by-step procedures for tension/detension of each STREAM rig.

a. STREAM with Traveling SURF.

(1) Delivering Ship. Make sure that receiving ship knows that you are going to detension.

(2) Receiving Ship. Clear the landing area of all personnel except cargo handlers needed to hook up or unhook the load.

(3) Delivering Ship. When the traveler block reaches the reception station, hold the traveler block against SURF with outhaul line tension. Pay out the support line until the ram is fully extended and the support line is slack.

7-33 ORIGINAL ATP 16(D)/MTP 16(D)

(4) Both Ships. As the support line slacks, the traveler block will tend to run outboard. Load control is maintained by the outhaul line winch. When the load is hooked or unhooked, the receiving ship signals the delivering ship to retension the rig.

(5) Delivering Ship. Tension the support line.

b. STREAM with Burton Whip Outhaul Line.

(1) Delivering Ship. Make sure that receiving ship knows that you are going to detension.

(2) Receiving Ship. Clear the landing area of all personnel except cargo handlers needed to hook up or unhook the load. When the traveler block reaches the reception station, the Burton winch operator holds the traveler block against the stopper plate or in the desired position over the load landing area. Position and control of the traveler block at the receiving ship are maintained by the Burton whip.

(3) Delivering Ship. Pay out the support line until the ram is fully extended and the support line is slack.

(4) Both Ships. As the support line slacks, load control is maintained by the Burton winch. When the load is hooked or unhooked, stand clear and signal the delivering ship to tension the rig.

(5) Delivering Ship. Tension the support line.

c. STREAM with Hand-Tended Manila Outhaul Line.

(1) Delivering Ship. Make sure the receiving ship knows that you are going to detension.

(2) Receiving Ship. Clear the landing area of all personnel except cargo handlers needed to hook up or unhook the load. Manila outhaul line handlers haul in the traveler block and hold it at the stopper plate.

(3) Delivering Ship. Inhaul line winch operator keeps slack in inhaul line. Pay out the support line until the ram is fully extended and the support line is slack.

(4) Both Ships. As the support line slacks, the traveler block will tend to run outboard. Load control is maintained by outhaul line handlers in the receiving ship. When the load is hooked or unhooked, stand clear and signal the delivering ship to tension the support line.

(5) Delivering Ship. Tension the support line.

7. Heavy Load Return with Threefold (Figures 7-26 and 7-27). Loads in excess of 78 kg can be returned by use of a threefold tackle provided by the delivering ship.

a. The delivering ship sends the receiving ship (1) the SURF with the threefold shackled to the padeye on the SURF and (2) the cargo drop reel with the cargo drop reel hook extended.

b. The receiving ship prepares for load return by (1) attaching the cargo drop reel hook to the load and (2) securing the threefold to a shackle on the cargo drop reel hook. Line handlers in the receiving ship haul in on the threefold to lift the load while the cargo drop reel raises the cargo drop reel hook.

(1) Delivering Ship. When the highline is connected and tensioned, shackle the threefold to the SURF as shown in Figure 7-26.

7-34 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-26. Heavy Load Return Using Threefold — Rigging at Delivery Station

7-35 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 7-27. Heavy Load Return Using Threefold — Attaching Load at Receiving Station

7-36 ORIGINAL ATP 16(D)/MTP 16(D)

(2) Receiving Ship. Haul over the SURF and connect.

(3) Delivering Ship. Tension the outhaul.

(4) Receiving Ship (see Figure 7-27). Pull the tail of the threefold to free the stopped-off section of hauling line. Pay out the hauling line until the lower block of the threefold comes down to the cargo handlers. Lead the hauling line to a fairlead block on a deck pad. Secure the threefold block out of the way. Position the return load under the support line.

(5) Delivering Ship. Lower the cargo drop reel hook to a point where it can be reached by cargo handlers in the receiving ship. Raise the transfer head and send over the trolley and cargo drop reel (with the cargo drop reel hook extended).

(6) Receiving Ship. Attach the return load to the cargo drop reel hook. Attach the quick-release hook on the threefold to the shackle on the cargo drop reel hook. Pull on the brake release lanyard to take slack out of the cargo drop reel cable.

(7) Delivering Ship. Lower the transfer head to the full-down position.

(8) Receiving Ship.

(a) The load is ready to be raised. Station a sufficient number of line handlers on the hauling line of the threefold.

NOTE

The number of line handlers required to lift the load depends on the weight. A Mk 6 dolly with a missile, for example, requires 12 to 15 line handlers for lifting. The threefold can be used to raise loads that weigh up to the capacity of the cargo drop reel (2,584 kg).

(b) Pull the brake release lanyard on the cargo drop reel. Line handlers haul in on the hauling line.

NOTE

The threefold, attached to the cargo drop reel hook, will carry the weight of the load. The cargo drop reel will not sense weight and will reel in the cargo drop reel hook.

(c) When the load is high enough to clear the deck edge (about 60 cm in most cases), release the lanyard to set the brake. Slack off on the hauling line.

NOTE

The cargo drop reel now holds the load.

(d) Pull the tripping lanyard on the quick-release hook to disengage the threefold from the cargo drop reel hook.

(9) Delivering Ship.Raise the transfer head to the full-up position. This provides more clearance under the load in the receiving ship. Haul in slowly until the load clears the receiving ship’s deck edge, then retrieve the load.

7-37 ORIGINAL ATP 16(D)/MTP 16(D)

0736 Recovering the STREAM Rig

1. The STREAM rig is recovered as follows:

a. Return the traveler block to the delivering ship.

b. Detension the outhaul line.

c. Recover the delivering ship’s outhaul line and fairlead fixture.

d. The delivering ship detensions the support line and tends (see Figure 7-8) on signal from the receiving ship.

e. The receiving ship will trip (slip) the pelican hook on signal from the delivering ship.

f. The delivering ship recovers the support line, while the receiving ship eases it clear of the ship’s side.

7-38 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER 8 Transfer of Personnel and Light Freight

0800 Introduction

1. Ships can exchange personnel, mail, and light fleet freight during a scheduled replenishment or as an independent operation at short notice. If made during a scheduled replenishment, such exchanges require careful planning to:

a. Avoid interference with work at other transfer stations.

b. Prevent delay in completing the primary replenishment.

2. Table 8-1 provides a compilation of the rigs for the transfer of personnel and light freight.

3. The delivering ship is responsible for the condition of the rig.

4. A test weight of 136 kg is to be passed, landed on deck, and returned to ensure that the gear is correctly rigged before transfers are made on the support line.

0810 Types of Transfer

0811 Transfer of Light Freight and Mail

1. Light freight items, such as mail, medical supplies, and movies, may be transferred by manila support line, messenger, or helicopter.

a. Manila/Synthetic Highline Rig. This rig is used by most NATO navies for light loads (see Figure 8-1). It is used when transferring consignments of light cargo in quantity from ship to ship. Maximum load for the manila highline rig is:

(1) 272 kg for the 40 mm diameter manila line and 32 mm diameter synthetic line.

(2) 136 kg for the 24 mm diameter line.

b. Light Jackstay Rig. This UK rig is used for the same purpose as the manila highline rig. Maximum load is 250 kg for the 32 mm diameter line. See UK national section for details.

c. Messenger. Very light items, such as single sacks of mail, may be passed between ships by means of a messenger line.

d. Helicopters. Helicopters provide an ideal means for transfer at sea of mail and light cargo. See procedures in Chapter 9.

0812 Transfer of Personnel

Personnel may be transferred by manila support line, boat, or helicopter.

a. Manila Highline Rig. Personnel are normally transported by use of the transfer-at-sea chair. Only one man can be transferred on the 40 mm diameter manila line or 32 mm diameter synthetic line.

8-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table 8-1. Standard Rigs

MANILA SYNTHETIC LIGHT HIGHLINE HIGHLINE JACKSTAY HELICOPTER 40 mm dia. 32 mm dia. 32 mm dia. PERSONNEL Chair Chair Helicopter Strop Hoisted (Helicopter Strop) Stokes Litter Stokes Litter Loaded End Fitting Shackle Shackle Grommet Strop LIGHT FREIGHT Bag Bag Bag Hoisted (Helicopter Strop) Net Net Net Loaded End Fitting Pelican Hook Pelican Hook Grommet Strop MAIL Secured Bag Secured Bag Secured Bag Secured Bag Weighted or Floated Weighted or Floated Weighted or Floated

b. Light Jackstay Rig. When transferring by use of the jackstay rig, personnel are transported by use of the helicopter strop. Only one person can be transferred at a time. See UK national section.

c. Helicopter. In most cases, transfer by helicopter is faster than by the support line method. Personnel may be loaded from a landing area if one is available, or they may be picked up individually by sling if a landing area is not available.

d. Boat. Under reasonable sea conditions, transfer of large numbers of personnel and their bag- gage can best be accomplished by boat. National procedures for the transfer of personnel by boat should be followed.

0813 Transfer of Sick and Wounded

The transfer of sick and wounded requires special attention. Those who are able should be transferred in the same manner as other personnel. When patients are unable to sit up or require special handling, a litter should be used when transferring by support line. Transfer of sick and wounded by helicopter is especially recommended. Particular care must be taken to avoid endangering the immobile patient on the litter. Mea- sures to safeguard the patient are listed in Article 0824.

0814 Ships’ Responsibilities

1. The ship providing the support line equipment is responsible for the condition of all equipment and fittings. In particular, the support line must be inspected prior to each transfer for evidence of rot, broken inner strands, cuts, and other signs of weakened condition.

2. The receiving ship is responsible for notifying the delivering ship when it is ready to receive personnel.

3. Specific arrangements should be made for receiving personnel, including VIPs. An officer or en- listed escort should be assigned to greet arrivals, to escort arrivals away from the landing area, and to brief personnel about to depart. This courtesy usually will prevent embarrassment to passengers who are unfa- miliar with the routine and will also speed movements to and from the area.

8-2 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 8-1. Personnel Transfer by Manila Support Line Rig

8-3 ORIGINAL ATP 16(D)/MTP 16(D)

0815 Standard Reception Station

NATO nations have standardized reception station arrangements for stations designed to support up to 250 kg transfer loads or the highpoint to support a small bore non-tensioned or light-tensioned hose rig during abeam RAS operations. These standards ensure interoperability of RAS systems for 250 kg loads. The standards apply to the reception arrangements only and not to the type of rig used to pass the load. The reception station arrangements are shown in Figure 8-4. Testing requirements are shown in Figure 8-5.

0816 Station Arrangement

1. The reception station is used for receiving loads up to 250 kg or a small bore non-tensioned or light-tensioned hose rig.

2. The highpoint is fitted with either a NATO standard long link (see Figure 7-1) or with a pelican hook according to national procedures. The delivering ship will provide the support line fitted with the complementary fitting.

3. The standard outhaul line will be 16 mm diameter, but outhaul line blocks are to be capable of accepting an outhaul line up to 20 mm diameter to meet national requirements.

4. If required, an additional highpoint may be installed to support a fairlead block for a retaining line. If installed, such eyeplate shall be located between 200 mm and 300 mm below the support line highpoint eyeplate.

NOTE

When these reception arrangements are fitted on MCMVs, the material used is to have a magnetic permeability not exceeding 1.05.

0820 Manila/Synthetic Highline Rig

Manila/synthetic support lines can be used to transfer personnel or up to 272 kg of provisions, ammunition, and light freight. Wire or nylon support line should not be used for transferring personnel. Manila lines that have been tended from a gypsy head should never be used for personnel transfer.

0821 Description

1. The manila/synthetic support line consists of 107 meters of 40 mm diameter manila or 32 mm diameter polyester. No boom is necessary on the delivering ship, since a 305 mm or 356 mm snatch block attached to an eyeplate at the delivering ship’s station is sufficient. The support line is rove through this block and any other blocks needed to provide a fairlead. It is kept taut during transfers by 25 (or more) men. The capstan is never used when transferring personnel.

2. The traveler block, which rides on the support line, is made to move by a hand-heaved inhaul line attached to its delivering ship’s side and a hand-heaved outhaul line attached to its receiving ship’s side.

0822 Rigging

Rigging of the manila/synthetic support line is similar to that of the wire support line. A 22 mm diameter pelican hook is attached to the outboard end with a 25 mm diameter shackle. When transferring personnel, a 25 mm diameter anchor safety shackle is used instead of the pelican hook to secure the support line to the highpoint. When personnel are to be transferred, all lines — support line, inhaul line, and outhaul line — should be tended by hand.

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0823 Transfer of Personnel

1. Figure 8-1 shows the manila line rigged for personnel transfer by chair. The method of securing the chair to the traveler block is shown in Figure 8-2. A 9.5 mm diameter or 13 mm diameter wire preventer with thimbled eye splices is attached by 16 mm diameter shackles to the traveler block and upper frame of the transfer chair. This safety attachment is designed to function in case of failure at the highpoints from the stationary eye in the transfer chair to the 16 mm diameter shackle attachment at the traveler block.

2. After the passenger has sat down and has fastened the quick-release belt, the support line is put under a strain, and then the receiving ship hauls the traveler block across by the outhaul line while the delivering ship pays out the inhaul line.

3. The support line is kept taut by a minimum of 25 men. Additional men must be available for use under adverse conditions or in an emergency.

4. Other Attachments. The helicopter strop may be substituted for the chair in some NATO navies. See UK national section in Part II.

0824 Transfer by Litter

1. Transfer by litter should be used only for those patients not capable of sitting up. The litter may be of the Stokes type, fitted as shown in Figure 8-3.

2. A protective frame is secured above the litter to keep the traveler block from falling onto the patient should the support line break. Consequent upon accidental or deliberate immersion, the patient must be sustained in a self-righting (i.e., head-up) position, at a leaned back angle of approximately 35°, with the upper part of his chest and shoulders above waterline until rescued.

3. The rig is handled as follows:

a. All lines are tended by hand in the same manner as the transfer-at-sea chair.

b. Tending lines of 20 mm diameter manila, 3.65 meters (2 fathoms) in length, are attached to the head and foot of the litter for assistance in handling on deck.

c. Should the support line part during transfer and cause the litter to fall into the water, the inhaul and outhaul lines must be cast loose, free for running, so that the patient will not be dragged into the vicinity of the screws of either ship.

0825 Transfer of Light Freight

When rigged for the transfer of light freight, the chair or litter is replaced by a canvas bag or a net. Loads to 272 kg can be transferred by this method.

0840 Helicopter Transfers

1. Transfer by helicopter is particularly valuable in shuttling replacement aircrews for carriers and transferring the sick and wounded. Transfer of personnel and other cargoes by helicopter is also discussed in Chapter 9.

2. Sick and Wounded. Helicopters are particularly recommended for transferring the sick and wounded. Litter patients may be placed aboard or lifted aboard by special basket and transported with minimum exposure. If feasible, the helicopter should be landed for pickup of litter patients. When a landing area is not available, patients may be picked up individually by sling, seat, or special basket. In this

8-5 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 8-2. Rigging the Traveler Block for Personnel Transfer

8-6 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 8-3. Stokes Litter Rigged for Transfer at Sea

8-7 ORIGINAL ATP 16(D)/MTP 16(D) case the sling, seat, special basket, or litter must be fitted with floating arrangements as described in Arti- cle 0824.

3. Briefing of Personnel.

a. If the helicopter lands, the passengers normally will be briefed on emergency procedures and safety precautions by the helicopter crew. If a hoist transfer is necessary, the personnel to be transferred should be briefed by the transferring ship on:

(1) Use of the rescue sling or seat.

(2) Hazards/avoidance of reaching for any support that might be a helicopter hoist control.

(3) Assistance in entering the cabin to be expected from the flight crew.

b. APP 2 provides additional information on briefing and a suggested briefing checklist.

4. Manifest. APP 2 provides information on the manifest required when personnel are transferred by helicopter.

Figure 8-4. Reception Station Arrangement

8-8 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 8-5. Testing Requirements

8-9 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

8-10 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER 9 Vertical Replenishment

0900 Concept

1. Vertical replenishment (VERTREP) is the use of a helicopter for the transfer of personnel and/or material to or from a ship. It enhances and augments abeam connected replenishment. For a small-scale replenishment, VERTREP can eliminate the requirement for abeam replenishment of stores and ammunition.

2. VERTREP offers numerous operational advantages. When used to complement connected replenishment, it significantly reduces the time required for the receiving ship to remain abeam. Whether used with other methods of replenishment or alone, VERTREP provides much greater flexibility in replenishment planning and operations.

3. Specific advantages of VERTREP include:

a. Receiving ships have greater freedom of maneuver and do not necessarily have to leave their stations.

b. Less restrictions are imposed on the use of weapons and sensors aboard receiving ships.

c. Reduction of overall time required to replenish supported forces.

d. Reduction in the number of personnel involved in the operation for a small-scale replenishment.

e. Increased flexibility while replenishing.

f. A capability to replenish ships at anchor, in shallow water, and from ship to shore.

g. A rapid method of cargo transfer.

h. A means for unplanned replenishment.

4. Disadvantages of VERTREP include:

a. VERTREP operations may be restricted during periods of low visibility.

b. The total cost for VERTREP operations is high, and the cost per load rises steeply as the distance between VERTREP points increases.

c. In some navies, the standard helicopter load of 900 kg is insufficient for lifting some missiles and compares unfavorably with the 2,720 kg capacity load of the missile/cargo STREAM rig.

0910 Factors Affecting VERTREP

VERTREP provides a very rapid transfer link for cargo. The time required for ships to approach, connect, and break away is not required. VERTREP can commence as soon as the receiving and delivering ships are ready, even if the ships are a considerable distance apart. VERTREP transfer rates of up to 163 metric tons per hour or 120 lifts per hour can be achieved with a ship such as a carrier with a large cargo handling area when two helicopters are in use. Such high transfer rates depend on such factors as the transfer distance,

9-1 ORIGINAL ATP 16(D)/MTP 16(D) number of helicopters used, weather conditions, ability of ships to handle cargo rapidly, and the capabilities of individual ships and helicopters.

0911 General Limitations

1. Capability of Receiving Ship. A major limiting factor in a large-scale VERTREP operation is the receiving ship’s ability to clear the cargo landing area rapidly. A receiving ship must clear the VER- TREP drop area of cargo immediately in order not to delay delivery of succeeding cargo transfers.

2. Number and Types of Helicopters Employed. Another limiting factor in VERTREP operations is the number and types of helicopters used. To achieve maximum transfer rates, the helicopter should be capable of: (1) lifting a normal cargo load of 900 to 2,250 kg with reliable and easily connected external hookup equipment and (2) rapidly transporting this load to the receiving ship. Normally, two such helicopters can rapidly replenish several small ships or one large ship at the maximum rate that the receiving ships can handle the cargo.

3. Transfer Distance Between Ships.

a. A significant factor in the delivery rate is the transfer distance between the supplying and customer ships. The optimum position for maximum transfer rates is for the customer ship to be at a distance of 350 to 950 meters on the upwind beam of the supplying ship. Optimum efficiencies for VERTREP of a large combatant at night are achieved with the customer ship in a connected replenishment station. An alternate choice is to position the customer ship 280 to 475 meters upwind and abeam, or slightly forward of the beam position.

b. As the distance abeam increases, VERTREP efficiency decreases, and flight visibility and weather conditions become more critical to safe VERTREP operations. However, VERTREP operations can be conducted at almost any position or distance, even if rough seas prevail. The distance to be traveled by the helicopter limits its effectiveness in terms of cargo to be transferred per hour. Transfers of long distances (over 35 nm) are not uncommon, but should be reserved for high priority cargo that justifies the time involved.

4. Weather and Visibility.

a. VERTREP operations are also affected by weather and visibility. They can be conducted effectively when weather conditions and sea states prevent abeam replenishment. A major limiting factor here is the ship’s ability to handle cargo on the deck in rough seas and inclement weather. Aircraft flight safety procedures applying to foul weather and night operations must be observed as applicable. Search and rescue (SAR) aircraft and crashboat cover may be required.

b. Night VERTREP operations are possible with all-weather helicopters, but are often limited by the customer ship’s facilities. Proper lighting of the VERTREP operating area (VOA) is required to allow the pilot to find the ship safely, to transfer the cargo, and for cargo handling aboard the customer ship. (See Article 0955.)

c. Transfer rate decreases and the rate of pilot fatigue increases as visibility deteriorates. This is, of course, most marked in night VERTREP operations. In the interest of safety, the aircraft commander shall make the final determination regarding flight visibility for any VERTREP operation.

d. During night VERTREP operations, all ships in the formation shall show aircraft obstruction lights. In addition, ships operating in proximity to night VERTREP operations shall show their special operations (task) lights.

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0912 Helicopter Limitations

1. The helicopter has several inherent and operational limitations that must be understood when planning a VERTREP operation. These limitations are described below.

2. Lift. A limiting factor in any helicopter is lift. It is affected by many variables, such as ambient temperature, atmospheric pressure, relative humidity, and relative wind. Basically, any increase in temperature, altitude, or humidity decreases lift. A decrease in relative wind or atmospheric pressure also decreases lift. Cargo lift ability depends on the difference between the engine power required to hover without a load and the maximum power available from the engine. This excess power available from the engine determines the load lift capability of the helicopter.

3. Center of Gravity. The center of gravity can impose severe limitations on helicopter loading and must be an area of careful supervision. Helicopters with single rotors have a very limited fore-aft shift of center of gravity. Improper internal loading can exceed center-of-gravity limits and render a helicopter uncontrollable. Helicopters with tandem rotors are less affected by this problem because of their dual rotor design. Most helicopters configured for VERTREP have the external hook assembly installed directly below the center of gravity. The transport of suspended loads should only be performed by suitably equipped helicopters.

4. Instrumentation. Although most modern helicopters are equipped for all-weather and night operations, some older and smaller helicopters have limited capabilities. The helicopter’s capability and the shipboard facilities available must be considered in planning the operation.

5. Endurance.

a. Helicopters have relatively low speeds and limited endurance. A VERTREP operation imposes heavy lift requirements on the helicopter that require increased fuel consumption. Planning must include fueling requirements that are consistent with helicopter capabilities. Planners must consider the tradeoff between aircraft fuel load and cargo lift capacity. The cargo payload capability will vary depending upon the position of the load within the sortie, with payload capacity being light at first and increasing as fuel is consumed.

b. Pilot fatigue must also be considered. Pilot endurance, like the fuel, is variable. Heavy stress caused by the tempo of VERTREP operations or weather conditions can overtax the pilot.

6. Cargo Payloads. Helicopters vary in their cargo lift ability, depending on the many factors noted in the previous paragraphs. Specific data concerning lift capability in varying conditions are set forth in individual national publications. Specific information on payload ability for any given day of operation can be requested from the ship providing the helicopter.

7. Relative Wind.

a. The amount of relative wind required and its path across the deck vary with the type of helicopter being used. Relative wind is a major factor when conducting VERTREP operations with single-rotor helicopters. Its effect on tandem-rotor helicopters is less critical.

b. Customer ships should endeavor to:

(1) Have wind over the deck (optimum is 15 to 30 knots).

(2) Cause the relative wind to blow from such a direction that, as the aircraft hovers into it, the crewman can see the nearest obstruction and the pilot can have a visual reference to the ship.

(3) Keep turbulence and funnel smoke clear of the VERTREP transfer area.

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c. The amount of crosswind that can be accepted depends on the helicopter’s power reserve in the existing conditions. This factor should be discussed at the briefing and confirmed with the helicopter pilot at the time of the VERTREP operation.

d. A relative wind of 15 to 30 knots from 30° to 45° off either the port or starboard bow is generally considered optimum. However, port winds for transfer aft and starboard winds for transfer forward are normally preferred. (See Article 0961 for additional related information.) Winds outside these envelopes should be discussed with the senior helicopter pilot for acceptability. A relative wind from astern is to be avoided at all times.

e. In very strong winds, a VERTREP operation can take place with the helicopter hovering into a relative wind from the appropriate quarter while the ship steams downwind.

f. VERTREP under zero relative wind conditions should be avoided. In such wind conditions, the helicopter requires high engine power to hover, with a resulting reduction in lift capability. Such wind conditions also require the helicopter to hover in its own rotor downdraft, which causes any loose objects at the flight deck/landing area to be picked up and be driven at high velocity; if these objects reach the area of the helicopter, they may cause possible damage to the rotor blades and engine and create a hazardous condition on the flight deck/landing area.

0913 Shipboard Limitations

1. The successful operation of helicopters is limited by the customer ship’s ability to operate with them. Some modern replenishment ships have onboard helicopter facilities. Most auxiliaries and combatants have no such facilities. Some critical shipboard limitations that affect VERTREP operations are described below.

2. Obstacle Clearance. This clearance must allow the helicopter to hover over the VERTREP operating area (VOA) with adequate rotor clearance from any obstruction. (See Article 0950.)

3. Communications. Good communications (both audio and visual) are required to coordinate VERTREP operations. The person responsible for controlling the helicopter should have a UHF capability and an unobstructed view of the VOA.

4. Safety and Firefighting Equipment. Appropriate equipment should be provided in the immediate vicinity of the VOA to ensure safety of personnel and to combat a fire in the event of a crash.

0920 Planning the VERTREP Operation

0921 Prereplenishment Meeting

1. Prior to replenishment by VERTREP, a meeting of key personnel should be held. The Officer in Tactical Command will designate the location and time.

2. Generally, if ships have been operating together for a length of time and have conducted VERT- REP operations several times before, or if the VERTREP operation is only for administrative flights, the meeting can be dispensed with. The requirement for such a meeting is particularly important if ships of different nations are operating together.

3. The points to be reviewed during the meeting should include:

a. National operational procedures, regulations, limitations, and restrictions (see APP 2/MPP 2, Vol. I).

b. Description and order of supply stores.

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c. Weights of loads (including pallets), especially initial loads.

d. Aircraft fuel considerations, including refueling facilities in nonparent ships.

e. Formation of supplying and customer ships.

f. Variations from standard operating procedures.

g. Landing points to be used for stores.

h. Recovery of empty containers (called “retrograde” in some navies).

i. Number, types, and capabilities of helicopters to be used.

j. Relative wind limits.

k. Designation of emergency landing area (another ship in the VERTREP operation capable of landing the helicopter, or a nearby airfield ashore).

l. VERTREP and other radio frequencies.

0922 Command and Control Organization

1. The command and control organization should be carefully considered. The following paragraphs provide an example for an extensive VERTREP operation.

2. Helicopter Control Ship. A helicopter control ship is assigned and will normally be the supplying ship providing the helicopter.

3. Supplying Ship’s Flight Control Personnel. The following flight control billets should be established with the following responsibilities.

a. VERTREP Authority. This person is responsible for:

(1) Ensuring that all stations are manned for flying stations/flight quarters and that all personnel required are ready.

(2) Ensuring that the helicopter platform/area is ready for operation (cleaned of all loose gear and properly secured).

(3) Maintaining ship-to-ship and ship-to-helicopter communications. This includes keeping the pilots informed of all essential matters of concern to them.

(4) Ensuring that cargo handling crews are properly positioned and supervised to ensure safe and rapid movement of cargo to and from the VERTREP platform/area.

(5) Ensuring that adequate firefighting personnel and equipment are in position.

(6) Scheduling all deliveries according to the overall plan.

b. VERTREP Supply Officer. This person may be assigned to the VERTREP authority and will then be responsible for:

(1) Coordinating with the VERTREP authority in all matters pertaining to launch, recovery, and flight operations.

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(2) Coordinating the supply of loads to and from the flight deck to ensure the best use of aircraft as planned in the VERTREP conference.

(3) Ensuring that loads are correctly made up and marked and that slings, strops, and straps are the correct pattern and are properly attached.

(4) Maintaining a close liaison with the VERTREP authority, the supply control center, and the stores’ supply teams.

c. Helicopter Director.

(1) The helicopter director provides visual assistance with limited control authority to the helicopters during the approach, hover, or landing/take-off phases of the operation.

(2) Standard marshaling signals provided in APP 2/MPP 2, Vol. I and Annex 9A are to be used. Before VERTREP operations are conducted between units of different nations, it must be ensured that all units participating are aware of the standard marshaling signals.

(3) The helicopter director’s signals are to be advisory in all cases, except for the “Wave-off” signal. If, in the director’s opinion, any hazard exists to the helicopter or the ship, he can issue this “Wave-off” signal, which is a mandatory signal for the pilot to leave the vicinity of the ship.

d. Helicopter Authority. This officer should be assigned for the control of helicopters during transit from ship to ship, especially for long transits or during periods of low visibility.

4. Customer Ship’s Flight Control Personnel. A VERTREP authority and a helicopter director should be assigned with responsibilities similar to those assigned on the supplying ship.

0923 The Importance of Planning

The importance of planning cannot be overemphasized. A VERTREP operation is relatively complex and fast moving. A poorly planned operation can be chaotic, and the confusion created can be dangerous.

0924 Load Sequence Plan

This plan should be produced and copies passed to all concerned, including the customer ship, at an early stage. This will permit proper breakout and strike-up of material. Last minute changes in the load sequence plan are disruptive, particularly for fresh and frozen cargo.

0930 Personnel

Duties and responsibilities of required command and control personnel are described in Article 0920.

0931 Training and Briefing

All personnel taking part in the actual VERTREP operation must know their jobs thoroughly. The prereplenishment meeting (see Article 0921) ensures that key personnel of all ships know the details of the operation. Every ship has to brief its personnel and, if necessary, train their separate teams to ensure the smooth running of the VERTREP operation.

0932 Formation of the Force

Helicopter crews must have precise knowledge of the stations of the ships to be replenished in the formation, and all changes in the positions must be passed to them.

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0933 Emergency Procedures

Ship’s personnel should be trained in firefighting, helicopter rescue, and recovery of ditched helicopter aircrews.

0940 Communications and Signals

Good ship-to-ship and ship-to-helicopter communications are essential in maintaining coordination in a VERTREP operation. Communications include radio, lights, flags, and visual hand signals, all of which are important.

0941 UHF Radio Communications

1. Ships scheduled to receive material by VERTREP should maintain a continuous guard on the assigned helicopter control circuit; it should be activated and tested prior to starting replenishment.

2. Since the pilot depends primarily on directions via internal phone from the aircrewman on all cargo pickups and drops, routine transmissions to the pilot should not be made during these maneuvers. Trans- missions will normally be made while the helicopter is traveling between ships. Strict circuit discipline must be maintained.

0942 Light, Flag, and Hand Signals

1. The Hotel and Hotel One flag signals that are to be used during helicopter operations are specified in ATP 1, Vol. II. When carriers are operating fixed-wing aircraft and helicopters simultaneously, they will display the Foxtrot signal.

2. The helicopter director will signal the pilot during the approach, unloading, and departure using hand signals (see Annex 9A and APP 2/MPP 2, Vol. I).

3. Ships desiring transfers should send a series of “Ts” to the helicopter by flashing light.

4. Additional signals for use during periods of electronic silence or when it is desired to keep electronic emissions to a minimum are in ATP 1, Vol. II.

0943 Administration Traffic

Supply Officer to Supply and Transport Officer messages should normally be passed on another circuit. VHF(FM) is often suitable for this purpose.

0950 Shipboard Clearances, Markings, and Lighting Requirements

The increasing importance of VERTREP in replenishment operations requires the establishment of standard minimum clearances, markings, and lighting. These standards are essential to assuring ship and aircraft compatibility in VERTREP operations. In order to facilitate VERTREP operations and familiarize pilots with VERTREP area markings aboard ships, the standard requirements are given in Articles 0951 to 0955. Moreover, APP 2/MPP 2, Vol. I and Vol. II give pertinent information on the configurations of individual ships.

0951 Definitions

1. A VERTREP operating area (VOA) is that general area within which clear deck space and helicopter rotor, fuselage, and landing gear and VERTREP load clearances are provided.

2. An obstruction is an object that could damage or restrain the movement of the helicopter or its load.

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3. A VERTREP pickup and delivery zone is that unobstructed deck area within a VOA where loads are picked up and delivered.

0952 Classes and Types of VERTREP Operating Area

1. Class of VOA. The class of VOA is based on the maximum obstruction height within the clear deck space and the rotor, fuselage, and landing gear and VERTREP load clearance zones as follows:

a. Class 4 VOA. Class 4 permits a maximum obstruction height of 1.52 meters within the fuselage and landing gear clearance zone and 4.6 meters within the rotor clearance zone.

b. Class 5 VOA. Class 5 permits a maximum obstruction height of 4.6 meters within the fuselage and landing gear clearance zone and 7.6 meters within the rotor clearance zone.

2. Type of VOA. The type of VOA is based on its location onboard and the class of helicopter (see Table 9-l) for which it was designed. All types of VOA are limited to port and starboard by the deck edge.

a. Type 1 (Figure 9-2) and Type 3 (Figure 9-5) have a fore and an aft limit.

b. Type 2 (Figure 9-3) and Type 2A (Figure 9-4) have a forward limit, while the aft limit is the extremity of the ship (in the case of a VOA situated on the bow, the aft limit is given and the forward one is the ship’s extremity).

0953 Clearances

1. Helicopter/VOA Categories. Helicopters and VOAs are classified into four categories (see Table 9-1) according to helicopter rotor diameters. When a category is specified for a VOA, all helicopters in that category are guaranteed adequate rotor blade, fuselage, and landing gear and VERTREP load clearances, when the helicopters operate in accordance with the procedures associated with the VOA deck marking.

2. Deck Area Size. The minimum size of the unobstructed deck area within the VOA varies according to the number and types of loads, the type of ship, and its deck location. However, the recommended minimum size of the unobstructed deck area is 36 square meters.

3. Load, Fuselage, and Landing Gear and Rotor Clearances. Clearances are designed to ensure safety to a helicopter while in a hover during pickup and delivery of cargo when the vertical distance between the deck and the lowest extremity of the helicopter is in excess of 1.52 meters for Class 4 VOAs and 4.6 meters for Class 5 VOAs. Figure 9-1 depicts the way these clearances are applied to Type 1 Class 4 and Type 1 Class 5 VOAs.

a. Load Clearance Zone. A minimum clear deck distance of 3.1 meters in any direction from the center of the pickup and delivery zone is recommended for VERTREP operations.

b. Fuselage and Landing Gear Clearance Zone. The fuselage and landing gear clearance zone extends port and starboard to the deck edge. In a Type 1 VOA it extends, for all classes of helicopters, a minimum of 4.6 meters forward and aft of the center of the pickup and delivery zone. In Types 2, 2A, and 3 VOAs, the forward limit (and in the case of a Type 3 VOA, the aft limit) is determined by the category of helicopter for which the VOA is configured. The distances are found in Table 9-1. Within this area, shipboard equipment, structures, etc., shall not exceed 1.52 meters for Class 4 VOAs and 4.6 meters for Class 5 VOAs.

c. Rotor Clearance Zone. The rotor clearance zone is located outside the fuselage and landing gear clearance zone and extends port and starboard to the deck edge. Its minimum distance is 3/4-rotor diameter of the largest category of helicopter (see Table 9-1) to conduct VERTREP

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Table 9-1. Helicopter/VERTREP Operating Area Categories

1. To guarantee safe rotor clearances from obstruc- 2. Shipboard VOAs are allocated VERTREP categories tions in the vicinity of a VOA, helicopters have been clas- to designate their optimum capability. The VERTREP sified, by rotor diameter, into four categories. The category assigned is dependent on the ship’s opera- maximum rotor diameter permitted in each category and tional requirements, construction, and the VOA marking the helicopters assigned to each category are detailed and VOA clearances provided. It is recommended that below. the category assigned to a VOA reflect the largest rotor diameter helicopter which can safely conduct VERTREP operations on the VOA. The minimum clearances required for each category of helicopter are specified below.

HELICOPTERS AND ROTOR MINIMUM MAXIMUM MINIMUM VOA DIAMETERS IN CATEGORY FUSELAGE AND ROTOR ROTOR LANDING GEAR CATEGORY DIAMETER IN CLEARANCE ROTOR CLEARANCE CATEGORY LIMIT (*) HELICOPTER DIAMETER ZONE (**) (meters) (meters) (meters) (meters) H53E 24.1 18.1 7.6 A 24.1 H53A & D 21.9 Super Frelon*** 18.9 14.3 6.1 H3/CH124A/Sea King 18.9 B 18.9 Wessex 17.1 SH-60B Sea Hawk 16.5 H46 15.5 11.7 4.6 H1 14.6 C 15.5 AB204AS 14.6 AB212AS 14.6 H2 13.4 Lynx 12.8 9.8 4.6 D 12.8 Alouette 11.0 Wasp 9.8 (*) Minimum forward and aft horizontal distance between (**) The fuselage and landing gear clearance zone ex- the rotor center limit and the nearest obstruction over 4.6 tends port and starboard to the hull edge and forward meters in height for Class 4 and 7.6 meters in height for and aft for a minimum distance from the rotor center limit Class 5 facilities. This distance is equal to 3/4 rotor diam- line of 4.6 meters for all helicopter categories on a Type eters of the largest helicopter in the category. Thereby a 1 installation and the above listed distances for Type 2, minimum clearance distance of 1/4 rotor diameter be- 2A, and 3 installations. tween the helicopter’s rotor tip and the nearest obstruc- (***) The Super Frelon fuselage and landing gear clear- tion over those heights is guaranteed. ance is 7.6 meters.

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Figure 9-1. Load, Fuselage, and Rotor Clearances (Sheet 1 of 2)

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Figure 9-1. Load, Fuselage, and Rotor Clearances (Sheet 2 of 2)

9-11 ORIGINAL ATP 16(D)/MTP 16(D) s 4 — 1.52 m SAFETY NOTE Class 5 — 4.6 m Clas Minimum hover height See APP 2/MPP 2 Vol. I andspecific Vol. II class for andproved helicopter for each ap- ship. Flight obstructions permitted forward and aft of pick-up andHelicopter delivery must zone. hoverand with tail its rotor hubs main on theline. rotor center

Figure 9-2. Type 1 Dashed Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area

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ATP 16(D)/MTP 16(D)

s 5 — 4.6 m

s 4 — 1.52 m

SAFETY NOTE

Clas

Minimum hover height

proved for each ship.

for specific class and helicopter ap-

See APP 2/MPP 2 Vol. I and Vol. II

rotor center limit line.

and tail rotor hubs on or aft of the tee

Helicopter must hover with its main

ward of pick-up and delivery zone.

Flight obstructions permitted for-

zone clear of flight obstructions. Area aft of pick-up and delivery

Figure 9-3. Type 2 Tee Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area

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ATP 16(D)/MTP 16(D)

s 5 — 4.6 m

s 4 — 1.52 m

SAFETY NOTE

Clas

Minimum hover height

proved for each ship.

for specific class and helicopter ap-

See APP 2/MPP 2 Vol. I and Vol. II

rotor center limit line.

and tail rotor hubs on or aft of the tee

Helicopter must hover with its main

ward of pick-up and delivery zone.

Flight obstructions permitted for-

zone clear of flight obstructions. Area aft of pick-up and delivery

Figure 9-4. Type 2A Tee-Ball Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area

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ATP 16(D)/MTP 16(D)

r r

o e

t t

o n

o c

i e

. 5

—

n —

s m

s s

c M

k i

u i

s S h l m p F

Figure 9-5. Type 3 Dual-Tee Rotor-Center Limit-Line Marking and Clearances on VERTREP-Only Area

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operations. In a Type 1 VOA, it extends forward and aft of the center of the pickup and delivery zone. In Types 2 and 2A VOAs, it extends forward from the rotor-center limit line (see Article 0954). In a Type 3 VOA, it extends forward from the forward rotor-center limit line and aft from the after rotor-center limit line. Within this zone, shipboard equipment, structures, etc., shall not exceed 4.6 meters for Class 4 VOAs and 7.6 meters for Class 5 VOAs.

0954 Markings

1. The basic purpose of marking for VERTREP operations is to provide a visual aid for both day and night helicopter operations. Markings are white or yellow painted over a contrasting background and are accentuated at night by lighting (see Article 0955).

2. Rotor-Center Limit Lines. Helicopter VOAs are marked with rotor-center limit lines to designate the safe operating boundary, beyond which the main and tail rotor hubs of a helicopter must not pass. The type of rotor-center limit line used and the location where it is placed within the VOA depends on the class of operation (see Article 0952) and the category of helicopter and clearance available (see Article 0953).

a. The Type 1 rotor-center limit line is a dashed athwartship line through the VOA (see Figure 9-2). The Type 1 marking identifies a facility that provides adequate helicopter and load clearances only when a helicopter, for which the installation is configured, remains centered on and parallel to the rotor-center limit line.

b. The Type 2 rotor-center limit line is an athwartship line through the VOA that consists of a series of tees (see Figure 9-3). The legs of the tee markings identify the side on which no danger exists. The Type 2 marking identifies a facility that provides adequate helicopter and load clearances only when a helicopter, for which the installation is configured, remains with its rotor hubs on or aft (forward on bow VOAs) of the tee marking line.

c. The Type 2A rotor-center limit line is an athwartship line through the VOA that consists of a series of alternating tees and balls. The legs of the tee markings identify the side on which no danger exists (see Figure 9-4). A Type 2A marking is used only for Category A helicopters in order to dif- ferentiate the markings installed for Category B, C, and D helicopters (see Table 9-1). A Type 2A marking identifies a facility that provides adequate helicopter and load clearance when a Category A helicopter or smaller, for which the installation is configured, remains with its main and tail rotor hubs on or aft (forward on bow VOAs) of the tee-ball marking line.

d. Type 3 rotor-center limit lines are two athwartship lines through the VOA (see Figure 9-5). Each line consists of a series of tees. The legs of the tee markings indicate the sides on which no danger exists. The Type 3 marking identifies a facility that provides adequate helicopter and load clearances only when a helicopter, for which the installation is configured, remains with rotor hubs between the two tee marking lines.

3. VERTREP Marking on VERTREP-Only Areas. When a ship is required to conduct VERT- REP operations on a deck area other than a helicopter landing area, the periphery of the pickup and delivery zone is marked and the rotor-center limit line is painted athwartships, as shown in Figures 9-2 to 9-5. The rotor-center limit line is located to provide clearances for the largest category of helicopter (see Table 9-1) normally conducting VERTREP operations.

4. VERTREP Marking on Helicopter Landing Areas. No additional marking is required when the largest category of helicopter (see Table 9-1) anticipated to conduct VERTREP operations is the same as the category cleared to land. The landing spot serves as the pickup and delivery zone and the approach path is identical to the normal pattern for landing operations. If, however, the category of helicopter anticipated to conduct VERTREP operations exceeds the category for which the ship is cleared to land, a rotor-center limit line is painted normally athwartships through the landing area, as shown in Figure 9-6.

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When a rotor-center limit line is used, it is located to provide clearances for the largest category of helicopter anticipated to use the VOA (see Table 9-1). The type of rotor-center limit line installed depends on the clearances available in the vicinity of the helicopter landing area as defined in Articles 0953 and 0954a.

5. Hoist Pickup Marking on All Other Ships. On ships not cleared for VERTREP, HIFR, or landing operations, the hoist marking shown in Figure 9-7 may be used to mark the best shipboard location for hoist pickup and delivery of cargo or personnel. This mark indicates only the best area for conducting hoist operations aboard the ship and is not based on any predetermined clearance criteria. Therefore, the mark’s safe use is entirely a matter for agreement between the captain of the ship and the helicopter pilot. Approach requirements for each hoist operation must be discussed and mutually agreed upon before commencing operations.

WARNING

The use of the hoist pickup and delivery deck marking does not indicate that adequate physical clearance is necessarily available to conduct hoist pickup and delivery safely. Preplanning between the ship and visiting helicopter is necessary prior to commencing operations.

0955 Lighting

1. Floodlights. White or red floodlights that can be dimmed are provided to light the pickup and delivery zone. The floodlights are installed in such a manner that the VERTREP deck area is clearly lit and the pilot is not subjected to direct light or glare.

2. Additional Visual Reference. Any one or more of several systems are installed to provide additional visual reference. The following systems are in use and recommended by the nations shown:

a. Stabilized horizon bar (CA).

b. Hangar face/top floodlighting (CA).

c. Flush-mounted periphery lights on all VERTREP installations and flush-mounted lineup lights on Type 1 installations (US).

d. Unstabilized horizon lights (UK).

3. Specific Lighting Configurations. Refer to APP 2/MPP 2, Vol. I for national standards and to APP 2/MPP 2, Vol. II for the specific configurations available on each ship.

0956 Landing Operations

1. In most cases, landing operations during VERTREP operations will occur with the helicopter’s parent ship. This is particularly true when VERTREP operations are being conducted between units of different nations. Landing facility configurations and markings vary according to national requirements. Maintenance, repair, and servicing requirements also vary according to the types of helicopter and national specifications.

2. When it is expected to operate the helicopter of one nationality from the deck of a ship of another nationality, preplanning and exchange of information are essential. APP 2/MPP 2, Vol. I and Vol. II contain guidance on procedures and facilities; however, this information should be confirmed before commencing operations.

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Figure 9-6. Type 1 Dashed Rotor-Center Limit-Line Marking and Clearances for VERTREP on Helicopter Flight Deck

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Figure 9-7. Optional Helicopter Pickup Point Marking

0960 Preparation and Execution

As stated in Article 0923, planning is a vital element in the preparation and execution of any VERTREP operation. Ships involved in the operation should be informed about the procedures to be followed, shipboard requirements, and the procedures and limitations of participating helicopters.

0961 Ship Stations

1. Supplying and Customer Ships. The main advantage of VERTREP over support line transfers is that the supplying and customer ships are not limited to a firm station. Ships can be replenished in station on a screen or while employed on other tasks (e.g., as a planeguard). But if speed of stores transfer is the guiding factor, providing that support line transfers are not required to take place simultaneously, the following optimum stationing should be employed:

a. One or Two Helicopters. The customer ship should be stationed 350 to 900 meters up relative wind of the supplying ship, but not abaft 45° on the bow (see Figure 9-8). This station allows the helicopter to fly the leg with a heavy load into the wind and fly a safe return circuit back to the supplying ship with light empty return loads.

b. Three or Four Helicopters. With three or more helicopters, 180 meters should be added for every additional helicopter employed.

2. Aircraft Carriers and Commando Ships. These ships should normally be stationed on the starboard beam of the supplying ship, so that the VERTREP circuit can be seen and controlled from flight control. It must be remembered that aircraft to starboard cannot be seen from flight control, and the

9-19 ORIGINAL ATP 16(D)/MTP 16(D)

Figure 9-8. Example Circuit for One or Two Helicopters with the Relative Wind from the Port Bow carriers may be operating other helicopters in the ASW or commando role while the VERTREP operation is in progress.

0962 Ship Movement

1. The rougher the sea and the more the ship is moving, the more difficult it is for:

a. The pilot to position the hook or the load accurately.

b. The pilot to maintain an accurate hover.

0963 Preparations

1. Ships Equipped to Operate with Helicopters. Ships that are equipped to conduct VERT- REP operations shall go to flying stations/flight quarters. Flight operations will be conducted in accordance with national procedures. When ships are operating with helicopters of other nations, the standard marshaling signals in APP 2/MPP 2, Vol. I and Annex 9A shall be used at all times to avoid confusion. Good radio communications are essential. In addition, ships shall make the following preparations:

a. All movable obstructions should be removed from the vicinity of the VERTREP transfer area, and an adjacent space should be cleared to receive loads when landed at the drop point.

b. During helicopter operations, maintain continuous effort to ensure that the VERTREP operating area (VOA) and adjacent areas are kept free of all material with a potential for foreign object damage (FOD) to the helicopter.

c. Spectators must be kept clear of the VERTREP transfer area.

d. All personnel working in the vicinity of an operating helicopter or engaged in moving stores to or from the drop zone should wear protective helmets, protective eyeglasses, sound suppressors, lifejackets, and non-nylon clothing that fully covers their arms and legs.

e. A fire party with equipment for making foam should be stationed in the vicinity of the cargo landing area.

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f. The crew of the lifeboat/seaboat must be readily available, but the boat need not be manned.

g. An earthing/grounding pole must be available.

0964 Procedures

1. Supplying Ship. Aboard the supplying ship, major preparation for the VERTREP operation commences several days in advance of the actual operation. Cargo requirements and delivery sequences are planned to allow proper breakout and strike-up of material.

a. Prior to commencement of the VERTREP operation, loads are prestaged on the helicopter deck for delivery. Any last minute change in replenishment requirements or sequence is disruptive, particularly for fresh and frozen cargo. The prestaged loads are packed and configured ready for transfer. Prior to commencement of the VERTREP operation, helicopters are launched. Normally, the first helicopter launched will fly over the formation to check the positions of customer ships.

b. Upon commencement of the VERTREP operation, each helicopter picks up a load from the supplying ship and flies a pattern directly to the customer ship, delivers the load, and then returns directly to the supplying ship by the fastest, most direct route. Speed within this pattern depends on the distance and the stability of the loads carried.

c. The primary concern when loading pallets and cargo nets for a VERTREP operation should be to provide a load that will ride safely in flight. Loosely packed pallets or tight loads are undesirable and dangerous. Loads (particularly pallets that have been unloaded and handling equipment) must be of sufficient weight to ensure that the load rides safely (normally a minimum of four pallets or its equivalent).

d. The number of pallets carried by the VERTREP helicopter depends on its lift capability and on the receiving ship’s ability to receive the load. As many as four loaded pallets can be carried per lift. Prior to attaching any load to the VERTREP helicopter, the weight and destination of the load should be displayed to the pilot on a hand-held blackboard. If any classified material or material that requires special handling is included in the load, this fact must also be indicated.

e. Operations aboard the supplying ship normally proceed with little difficulty, since the VERT- REP helicopters are embarked onboard and close coordination is possible.

2. Customer Ship. To ensure a smooth VERTREP operation, the customer ship should comply with the following procedures:

a. Notify the helicopter authority of the location of the helicopter receiving area, unless it is obvious.

b. Have the helicopter director standing by to direct the helicopter. To ensure that visual contact is maintained, the director must be able to maintain visual contact with the pilot.

c. Have sufficient personnel and equipment available to handle the cargo after the drop.

d. Clear the cargo handling area of any movable obstructions; depress gun barrels and train them on the beam; unstep flags and jackstaffs; lower all safety nets; and, during hours of darkness or poor visibility, provide proper lighting within the VOA.

e. Clear or secure all loose gear near the VOA, including hats and trash. Ensure that large, relatively light objects, such as empty boxes, sheet metal, and plywood, are tied down or removed from the area affected by the helicopter’s rotor downdraft.

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f. Keep all personnel clear of the load on all external drops. Personnel should not attempt to steady the load and must never get under a load that is being lowered.

g. As soon as the helicopter departs, clear stores expeditiously from the drop area.

3. Returning VERTREP Equipment and Retrograde. As pallets, nets, cargotainers, and hoisting slings accumulate on the customer ship, they are assembled into loads for return to the replenishment ship. In addition to taking up much needed space on the customer ship, they are needed back on the replenishment ship to make up new loads for VERTREP to the next ship on the VERTREP schedule. If pallet jacks have been furnished by the replenishment ship, return loads consisting of cargotainers or pallets can be made up clear of the drop zone and moved to the drop zone intact when they are ready for return. Netted pallets are difficult to move with pallet jacks; therefore, it is best to assemble the load on the drop zone between deliveries (see Figure 9-9).

WARNING

If the helicopter starts an approach prior to completion of the return load assembly in the drop zone, pull the net up over the load and temporarily secure it with a leg of the hoisting sling threaded through the corners of the net or a safety hook through the net’s rings. Then clear the area to await the helicopter’s departure.

a. Pallets. Pallets (Figure 9-9) should be stacked to make up a load between 40.6 and 142.1 cm high (4 to 14 wood or Mk 3 metal pallets). The load should be secured with the appropriate size pallet sling and a hoisting sling (two attachment points) should be attached to the load.

WARNING

When making up return loads of nestable tubular steel pallets, a minimum of six pallets must be used.

NOTE

Three loads of pallets may be returned on the same lift if there is sufficient clearance to lift the load clear of the pickup area. In that case, the hoisting sling (six attachment points) is attached after the loads are spotted on the VERTREP platform.

b. Nets and Pallets. Nets and pallets (Figure 9-9) are returned by spreading one net on the VERTREP platform (centered on the VERTREP lineup line or behind the hover limit line), then stacking four or more pallets (six or more nestable pallets) in the center of the net. Folded nets are placed on top of the pallets, then the bottom net is pulled up around the entire load and secured with a becket and hoisting sling.

c. Metal Cargo Containers. Metal cargo containers are returned by folding and placing them inside one container. All extra straps are also placed inside the one container. One sling is saved to connect the load to the helicopter.

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Figure 9-9. Preparation of Nets, Pallets, and Mk 105 Slings for Return to Replenishment Ship

9-23 ORIGINAL ATP 16(D)/MTP 16(D) d. Hoisting Slings. Hoisting slings (Figure 9-9) shall be returned by threading the slings on the flexible leg of one sling and hooking the leg back to itself. (This is the ONLY time the leg is hooked to itself in this manner.)

CAUTION

No additional cargo shall be attached to the sling legs. e. Retrograde. On ships with Class 5 VERTREP platforms, return loads are made up in the same manner as above, except that the hoisting sling pendant is not used. On two, four, and six attachment-point loads, the required number of legs are attached to the load, then a becket is secured through the leg eyes. On single attachment-point loads (nets and pallets), a becket is used in the same manner as with a cargo net. On a load of slings, only a sling leg is used. f. Staging and Pickup of Return Loads.

(1) Any retrograde cargo should be prepared in the same manner as that described for the replenishment ship. When the VERTREP platform is of sufficient size to accommodate several loads, place the return load as close to the lineup line as possible on the side of the platform away from the helicopter’s approach. This will leave sufficient room for the helicopter to deposit the next incoming load on the approach side of the platform and then move forward over the return load.

WARNING

The hookup man shall stay clear of the VERTREP platform until the incoming load is on deck and the pendant is clear of the load.

(2) As the helicopter moves over the return load, the LSE signals the hookup man to pick up the hoisting pendant, hand it to the aircrewman positioned in the open cargo access hatch or place the eye over the helicopter’s hook, and clear the area (moving toward the LSE). The aircrewman slips the pendant over the helicopter’s hook and ensures that the load is secured and ready for lifting. This method ensures hookup and eliminates unnecessary and unsafe chasing of the helicopter. An alternate method for load pickup by H-46 helicopters is to have the hookup man raise the pendant, slip the eye over the helicopter’s hook, and then clear the area.

(3) On ships with Class 5 VERTREP platforms, there is insufficient rotor clearance to allow the helicopter to hover low enough to pick up the load in the normal manner. On such ships, the helicopter hovers at a higher altitude and the aircrewman stationed in the open cargo hook access hatch (1) hooks the eye of the recovery pendant (Mk 92 hoisting sling) to the helicopter’s cargo hook and then (2) lowers the leg of the recovery pendant down to the cargo load on the deck. The hookup man goes to the load, attaches the safety hook on the pendant to the becket (or sling leg) on the load, and then clears the area.

WARNING

Load preparation of retrograde cargo and VERTREP equipment for return to the replenishment ship is as important as proper load make-up by the replenishment ship. Danger to the helicopter or loss of part or all of the load can result if the cargo is not properly secured or if prescribed methods are not followed.

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(4) VERTREP equipment may be returned internally if the receiving ship has a landing platform. Normally, this procedure is time consuming and is not desired, unless the distance is greater than 46.3 km or the equipment is so light that it will be dangerous to carry externally.

WARNING

Do not under any circumstances hook an empty net to the helicopter without at least four wood or six metal pallets or an equivalent weight in the net. To do so would endanger the helicopter by allowing the net to blow into the helicopter’s rotors. In questionable cases, consult the helicopter pilot.

4. Load Detachment. The load may be detached from the helicopter in two main ways:

a. Releasing the Load. The deck party unhooks the load.

b. Pickling the Load. The pilot releases the load and the strop (if fitted) electrically from inside the cockpit. The pilot should inform the deck party if he intends to use this method so that they can remain clear. The aircraft will have to land after pickling the load to reset the release mechanism.

0965 VERTREP Equipment

Details of standard NATO and national VERTREP equipment are provided in Annex 9B and national sections in Part II.

0966 Execution

1. Commence VERTREP. The order “Commence VERTREP” is given by the supplying ship, once the helicopters have taken off and the first loads are available.

2. Altering Course and Zigzags. Experienced pilots can pick up and drop loads with the ship maneuvering. Pilots must be consulted about the feasibility of maneuvers.

3. Relative Wind. Wind direction and speed should be passed on the first run-in to each helicopter and then whenever it changes significantly (variations over 10° and 5 knots).

4. Emergency Landing Deck (in addition to parent deck). During a VERTREP operation, emergency landing deck(s) should be designated and kept clear, if the ship that provides the helicopter is over 2 nm from the VERTREP area or the VERTREP distance is in excess of 2 nm. In any case, supplying ships fitted with flight deck space should always be prepared for emergency landings.

5. Visual Circuit Procedures.

a. During the approach and pickup phases and while moving away from the deck, the helicopter will be controlled by the helicopter director and by the aircrewman as necessary.

b. Once the helicopter is clear of the deck, the helicopter control ship will maintain radio control of the approach until the customer ship is ready to receive the load and the final approach is being made. Control is then automatically transferred to the receiving ship.

c. While the helicopter is in transit, the supplying ship should pass the helicopter’s call sign (if more than one helicopter is being used) and the type of load to the customer ship, if this is at vari- ance with the planned program.

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d. Once the load drop has taken place and the helicopter is clear of the receiving ship’s deck, control automatically reverts to the supplying ship.

6. Emergency Breakaway. Emergency breakaway may be initiated by the customer ship during the helicopter’s final approach by the use of radio or hand signals. Very pistol lights must not be used if the helicopter is hovering over the deck with a hooked-on load.

7. Long-Range and Low-Visibility Procedures. When the distance between the supplying and customer ships or low visibility precludes the use of a visual circuit, control of the helicopter will be taken by the supplying ship until the helicopter is in firm contact with the customer ship. Once in contact, the customer ship takes control until the helicopter is in contact with the supplying ship on its return jour- ney, when control once more reverts to the supplying ship.

8. Loads.

a. Weight. The standard weight of the load for a particular VERTREP operation is to be stated in the appropriate signal. It may be possible to plan a gradual increase in load as the helicopter uses up fuel, but staggered refueling of several helicopters may well preclude this. The use of a standard load throughout each VERTREP operation is recommended when several helicopters are in use. The weight of all loads must be known. The load weight, number, destination, and drop point must be shown on a display board visible to the pilot; the pilot should nod his head to indicate that he has read the notice.

b. Returns.

(1) The helicopter is to be informed, while it is on its approach to the ship, when there are empties to be returned. Having landed its load, the helicopter will remain in the hover while the load is removed from the strop/hook and the load of empties is hooked on the strop/hook for the return. Unless prior arrangements are made, it is essential that all empty pallets and associated gear are returned before the VERTREP operation is completed. To ensure that this happens, a “return party” of 25 percent of the total deck party is probably required.

(2) The question of return of empties should be discussed at the prereplenishment planning meeting, if one is held; otherwise, special-to-type RAS containers (e.g., those used for explosive stores) should be returned as soon as they are empty so as to maintain a flow of equipment. Other items should be returned as convenient. This is required, particularly in large replenishments, as nets and pendants must be used several times. A particular effort is required for returns from the last few loads, to avoid using unproductive helicopter hours in having to wait at the end of the VERTREP operation.

0967 Visual and Radar Control

When helicopters operate between ships within visual range, both the supplying and customer ships will maintain visual contact with the helicopter, until it has landed or has completed its mission. When a helicopter is dispatched to more than one ship to make pickups and deliveries, responsibility for maintaining visual contact rests with the last ship from which the helicopter departed and the next succeeding customer ship. When possible, radar contact on all helicopters will be maintained by the supplying and customer ships. Under conditions of low visibility, positive control is mandatory. Parent ships must be cognizant of the location of their helicopters at all times. When conducting a VERTREP operation beyond visual range of the parent ship, the ship must be capable of providing voice communications and vectors to the helicopters over the entire route. Both customer and supplying ships should be prepared to assume positive control of helicopters during night operations or periods of low visibility.

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0970 Administrative Flights

0971 Procedures

1. Procedures are generally the same for administrative flights as for VERTREP operations. The following points should be considered:

a. If the VOA is also a helicopter landing area that can accommodate the helicopter, the helicopter may land to pick up or discharge personnel and light cargo. When a helicopter lands on a ship, the national deck landing procedures of the ship, as specified in APP 2/MPP 2, Vol. I and II, shall be used.

b. When a landing is not possible, the helicopter will hover and a hand line or the rescue winch will be used.

CAUTION

The structure of the helicopter can become charged with static electricity during flight; this charge is a hazard when hooking up or removing external loads. Ground personnel are responsible for dissipating static electricity by earthing/grounding the helicopter. Earthing/grounding should be done in accordance with national procedures.

c. Rescue winches generally have an upper and a lower limit on their capacity. The winch attach point is offset from the center of gravity; therefore, extra care must be given to the stability of the helicopter when hoisting a heavy load. The lower limit is given to ensure that the winch will not foul up or that the line will not be sucked up by the propeller wash.

d. As soon as the object to be lifted is off the deck, the helicopter will clear the ship so as not to foul any ship’s projections.

e. Normally, all light freight and personnel are carried internally in the helicopter. The hoisting of the material or the amount of the material can affect the stability of the helicopter; therefore, all transfers are to be at the discretion of the pilot.

f. The exact weight of the load must be displayed to the pilot on a placard or blackboard, and the cargo is hooked up only after his approval has been obtained.

0972 Personnel Briefing

1. Briefing of personnel to be transferred is essential and should include the following:

a. The use of safety equipment (i.e., lifejacket, helmet, gloves, and exposure suit).

b. The use of the lifting equipment.

c. The fact should be stressed that the person will be assisted into (or out of) the helicopter; he should not try to hold on to the cable or the helicopter; and he should obey all instructions.

d. The fact that personnel equipment will be winched up separately.

2. Refer to APP 2/MPP 2, Vol. I for further information on briefing, a suggested briefing checklist, and the manifest required for transfer of personnel by helicopter.

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0973 Sick and Wounded

1. Sick and wounded require special care. Transfer in a litter is the preferred method. The person should be securely strapped, and the litter should be equipped with flotation equipment. The hoisting ring and strops are attached so as to allow for a feet-downward attitude. A hand line at the foot of the litter is used by a deck crewman to guide the litter to the helicopter hatch during hoisting.

2. Mentally ill persons should not be transported by helicopter unless they are accompanied by a medical officer.

0980 Safety Precautions and Emergency Procedures

0981 Helicopter-Induced Hazards

1. The helicopter blades rotate at high speed. They are fragile and shatter when struck. If an incident occurs on deck, unprotected personnel may be struck and seriously injured.

2. Because of rotor downdraft, loose objects can be picked up and be propelled at high speeds. Ships must not dump trash and garbage during VERTREP operations.

3. Helicopter operations attract sightseers who obstruct operations; therefore, personnel not required for the VERTREP operation should be cleared from the VERTREP operating area (VOA) when helicopters are operating.

4. Personnel must be equipped with adequate safety equipment, including helmets, sound suppressors, protective glasses, lifejackets, and non-nylon clothing.

0982 Fire Prevention

1. A helicopter in flight builds up a considerable charge of static electricity. While there is no record of any explosion or fire caused by this static electricity, the possibility exists and is of particular concern when handling loads of ammunition, missiles, or highly volatile liquids.

2. A severe shock can be experienced by anyone touching the aircraft or load before it has been earthed/grounded. If insulated gear is not in use, the helicopter must be earthed/grounded with a long-handled pole that is attached electrically to the ship’s deck.

3. If helicopters are being refueled (either in flight or on deck), extreme caution should be used because of the volatile nature of fuel.

4. Where specific clearances for ammunition or other dangerous materials apply, it should be ensured that they are obtained before the VERTREP operation starts.

5. Smoking is prohibited in the vicinity of the VOA during helicopter operations.

0983 Firefighting

1. Depending on the ship’s construction on both the supplying and customer ships, a higher than normal degree of water and gas tightness may be ordered to prevent the spread of fire.

2. Fire parties and equipment must be available at all times during VERTREP operations in both the supplying and customer ships. Once saltwater main pressure and hoses have been checked, the hoses must be turned off to avoid the spray that may distract the pilot, but saltwater main pressure must be maintained throughout the operation. Foam equipment should be available in the VOA.

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3. If two supply or drop zones are to be used on one ship, the fire party should be positioned at a convenient point between them. Should an incident involving the fire party occur at one zone, helicopter operations at the second zone must be suspended until the fire party is again available for either zone.

4. It is important that the fire parties are stationed away from the stores drop zone and behind cover, so that they will not be affected by the initial impact of a helicopter crash on deck, when rapid disintegra- tion of the helicopter could take place.

0984 Ship Maneuvering

Radical ship maneuvers should be kept to an absolute minimum while the helicopter is hovering over the ship. VERTREP can be done while the ship is maneuvering, if the pilot is kept informed of the anticipated movement of the ship. Maneuvering should not normally be conducted while the aircraft is over the deck. Rapid changes in the ship’s deck position can create numerous hazards for the helicopter pilot and deck personnel. One obvious hazard from a rapid course change is the change in relative wind. For some helicopters, relative winds are critical. A rapid wind change around the ship’s superstructure and obstructions can also create unexpected turbulence on and around the VOA. Funnel gases can cause unexpected turbulence and visibility problems. Gentle alterations of ship’s course and speed may be made if essential but the deck party must be warned in advance so that equipment on deck can be secured.

0985 Cargo Handling

1. Ensure that no deck personnel attempt to guide or steady a VERTREP load during liftoff or landing.

2. Under no condition should deck personnel be under a load that is being lowered.

3. Deck personnel should ensure that no cargo handling line, cargo net, or pendant attached to a hovering helicopter can be snagged or can ever be secured to a deck projection or fitting.

4. Ensure that after the load has landed, the receiving area is cleared as quickly as possible.

NOTE

A loaded helicopter should not be waved off solely because the receiving area has not been completely cleared of the previous load. If space is available for a second or third drop, all personnel should be cleared from the area and the next load should be deposited.

0990 Night VERTREP Operations

0991 Limitations

1. Night VERTREP operations with all-weather helicopters can be carried out in the same manner as day VERTREP operations, subject to some limitations. A major limitation is the receiving ship’s ability to provide adequate lighting for safe operations. Night VERTREP cargo pickups and deliveries require increased care and precision.

2. During a night VERTREP operation, one or more of the following conditions shall exist prior to commencing the operation:

a. A natural horizon.

b. The ships are abeam in connected replenishment stations.

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c. The pickup and delivery zone of the customer ship is clearly visible from the helicopter cockpit when the helicopter is positioned over the pickup and delivery zone of the supplying ship.

3. Under night or low visibility conditions, a wider flight pattern is also necessary. Therefore, delivery rates under night or low visibility conditions are lower than under day VMC.

0992 Pilot Fatigue

The constant and extra concentration required from the pilot for instrument flying is complicated by the transition from visual to instrument flight and back every time a load is dropped or picked up. It will sub- stantially reduce the number of hours the pilot can fly.

0993 Special Procedures

1. In addition to those procedures set forth for day VERTREP operations, night VERTREP operations require:

a. Lighting of the VOA should be in accordance with Article 0955.

b. The helicopter director shall use amber wands for signaling the pilot.

c. Use of a green light by the cargo hookup man to indicate the point of cargo hookup.

d. Cargo load weights and destination must be transmitted via radio.

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ANNEX 9A Standard Marshaling Signals for Aircraft

0900A Marshaling Instructions

1. For marshaling, marshals should wear a distinctive garment (preferably of fluorescent international orange color or yellow), except when operations dictate otherwise.

2. Signals to an aircraft on movement areas are designed for use by the marshal facing the aircraft in a position where the marshal can best be seen by the pilot.

3. For night operations, the wands will be used in pairs of the same color and should not be too bright. During surface taxiing and parking, the pilot will stop immediately when one or both of the marshal’s wands fail.

4. The pilot may use these signals, as appropriate, in a similar way to that indicated for the marshal.

0910A Marshaling Signals

This annex provides one set of marshaling signals for hovering and VTOL aircraft (see Figure 9A-1). The general marshaling signals for aircraft are not included in this publication. Refer to APP 2/MPP 2, Vol. I for general marshaling signals.

NOTE

Specialized signals or a complete list of signals that apply only to a particular aircraft or operational role are not included in Figure 9A-1. They should continue to be included in the unit’s operating instructions and other specialized publications of the appropriate service.

SIGNAL DAY NIGHT REMARKS 1. Marshaler stands with arms Same as day sig- Conforms to raised vertically above head nal with wands ICAO signal. and facing toward the point held as extension where the aircraft is to land. of hands. The arms are lowered re- peatedly from a vertical to a horizontal position, stopping finally in the horizontal position.

LANDING DIRECTION

Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 1 of 6)

9A-1 ORIGINAL ATP 16(D)/MTP 16(D)

SIGNAL DAY NIGHT REMARKS 2. Arms extended horizon- Same as day signal Conforms to tally sideways beckoning with wands held as ICAO signal. upwards, with palms extension of arms. turned up. Speed of movement indicates rate of ascent.

MOVE UPWARD

3. Arms extended horizon- Same as day signal Conforms to tally sideways, palms with wands held as ICAO signal. downward. extension of arms.

HOVER

4. Arms extended horizon- Same as day signal Conforms to tally sideways beckoning with wands held as ICAO signal. downwards, with palms extension of arms. turned down. Speed of movement indicates rate of descent.

MOVE DOWNWARD

5. Right arm extended hori- Same as day signal Conforms to zontally sideways in di- with wands held as ICAO signal. rection of movement and extension of arms. other arm swung over the head in the same direction, in a repeating movement.

MOVE TO LEFT

Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 2 of 6)

9A-2 ORIGINAL ATP 16(D)/MTP 16(D)

SIGNAL DAY NIGHT REMARKS 6. Left arm extended hori- Same as day signal Conforms to zontally in direction of with wands held as ICAO signal. movement and other arm extension of arms. swung over the head in the same direction, in a repeating movement.

MOVE TO RIGHT

7. When aircraft ap- Same as day signal Conforms to proaches director with with wands held as ICAO signal. landing gear retracted, extension of arms. marshaler gives a signal by side view of a cranking circular motion of the hands.

LOWER WHEELS

8. Waving of arms over the Same as day signal Conforms to head. with wands held as ICAO signal. extension of arms.

WAVE-OFF

9. Arms crossed and ex- Same as day signal Conforms to tended downwards in with wands held as ICAO signal. front of the body. extension of arms.

LAND

Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 3 of 6)

9A-3 ORIGINAL ATP 16(D)/MTP 16(D)

SIGNAL DAY NIGHT REMARKS 10. When rotor starts to “Run Same as day signal down,” marshaler stands with wands held as with both hands raised extension of arms. above head, fists closed, thumbs pointing out.

DROOP STOPS OUT

11. When droop stops go in, Same as day signal marshaler turns thumbs with wands held as inwards. extension of arms.

DROOP STOPS IN

12. Left hand above head, Same as day signal Conforms to right hand pointing to indi- with wands held as ICAO signal. vidual boots for removal. extension of arms.

REMOVE BLADE TIEDOWNS

13. Circular motion in horizon- Same as day signal tal plane with right hand with wands held as above head. extension of arms.

ENGAGE ROTOR(S)

Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 4 of 6)

9A-4 ORIGINAL ATP 16(D)/MTP 16(D)

SIGNAL DAY NIGHT REMARKS 14. Rope climbing motion with Same as day signal hands. with wands held as extension of hands.

HOOK UP LOAD

15. Left arm extended forward Same as day signal horizontally, fist clenched, with wands held as right hand making vertical extension of hands. pendulous movement with fist clenched.

RELEASE LOAD

16. Bend left arm horizontally Same as day signal Conforms to across chest with fist with wands held as ICAO signal. clenched, palm down- extension of hands. ward; open right hand pointed up vertically to center of left fist.

LOAD HAS NOT BEEN RELEASED

17. Left arm horizontal in front Same as day signal of body with fist clenched; with wands held hori- right hand with palm zontally, perpendicu- turned upwards making lar to aircraft. upward motion.

WINCH UP

Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 5 of 6)

9A-5 ORIGINAL ATP 16(D)/MTP 16(D)

SIGNAL DAY NIGHT REMARKS 18. Left arm horizontal in Same as day signal front of body with fist with wands held hor- clenched; right hand with izontally, perpendic- palm turned downwards ular to aircraft. making downward motion.

WINCH DOWN 19. Right arm extended for- Same as day signal ward horizontally with fist with wands held as clenched; left arm mak- extension of arms. ing horizontal slicing movements below the right fist with palm downward.

CUT CABLE 20. Bend elbow across chest Same as day signal with palm downward. Ex- with wands held as tend arm outward to hori- extension of arms. zontal position, keeping palm open and facing down.

SPREAD PYLON

21. Extend right arm hori- Same as day signal zontally, palm down- with wands held as ward. Bend arm across extension of arms. chest, keeping palm down.

FOLD PYLON

Figure 9A-1. Marshaling Signals for Hovering and VTOL Aircraft (Sheet 6 of 6)

9A-6 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX 9B VERTREP Equipment

0900B VERTREP Equipment Specifications

1. Some of the equipment commonly used in VERTREP operations is described in the following paragraphs for each NATO nation. The agreed NATO standard dimensions are provided as follows:

a. Cargo sling extension strop and pendant attachment — See Figure 9B-1.

b. Cargo sling, stirrup, ring, and shackle attachment — See Figure 9B-2.

9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

DIMENSION CENTIMETERS A 6.35 MIN B 4.45 MIN C 2.54 MIN

Figure 9B-1. Cargo Sling Extension Strop and Pendant Attachment

9B-2 ORIGINAL ATP 16(D)/MTP 16(D)

DIMENSION CENTIMETERS A 6.35 MIN B 4.45 MIN C 2.54 MIN

Figure 9B-2. Cargo Sling, Stirrup, Ring, and Shackle Attachment

9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

9B-4 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX A Glossary

A abeam replenishment/ravitaillement à couple. The transfer at sea of personnel and/or supplies by rigs among two or more ships proceeding side by side. alongside replenishment/ravitaillement à couple. See abeam replenishment. approach/présentation. The phase of replenishment at sea between the moment when the ship leaves her stand-by or waiting station to make for her replenishment station and the moment the first line is passed. approach lights/feux de présentation. The lights displayed by the ship upon which the approach is being made. approach ship/bâtiment en présentation. The ship that is to carry out the approach maneuver, or which is in the process of carrying it out. astern fueling/ravitaillement en flèche. The transfer of fuel at sea during which the receiving ship(s) keep station astern of the delivering ship.

B back suction/aspiration. An operation to drain the liquid remaining in a transfer hose back onto the supplying ship by reverse pumping, Venturi, or gravity-syphon effects. bitter end/extrémité libre d’une manoeuvre courante. The free end of a running rope, the other end of which is under tension. blow through/chasse d’air. An operation to drain a liquid remaining in a transfer hose into the customer ship’s tanks by means of a charge of air. blown down/chasse d’air. See blow through. bolo line/système lance-amares. A light line, with a weight at the end that is whirled and let go to pass the first line between ships. bowsing-in line/brin de retenue. A rope used to hold a hose to the deck or to the side of the ship. breakable spool coupling/raccord à manchon de rupture. A swing bolt hose coupling having one spool which is weakened by a groove and can be broken with a sledgehammer for an emergency breakaway. bridle/patte d’oie. Two or more legs of rope, wire or chain connected by means of a link or ring.

Burton rig/gréemont Burton. A rig for the transfer of solids, in which the load, suspended at the meeting point of two cables, is winched from one ship to another, one winch being in the delivering ship and the other in the receiving ship.

A-1 ORIGINAL ATP 16(D)/MTP 16(D)

C cargo drop reel/touret d’affalage. A drum carrying the wire used to lower the transferred load onto the unloading area. See also traveler reel. close-in rig/gréemont à courte distance. A light rig for the transfer of liquids at a close distance. conical cap/coiffe conique. A conical metal cap with a ring at its apex that is attached to the end of a hose for astern fueling. contour lights/feux de contour. The lights displayed by the ship upon which station is kept during replenishment at sea at night, to indicate her outline and position relative to the ship keeping station. customer ship/bâtiment ravitaillé. The ship in a replenishment unit that receives the transferred personnel and/or supplies.

D deck elbow/col de cygne. A 90 degree flanged and valved pipe fitting that directs a flow of liquid from the horizontal plane to the vertical. Used in conjunction with a breakable spool coupling. delivering ship/bâtiment fournisseur. The ship in a replenishment unit that delivers the rigs(s). distance line/ligne de distance. A line with marks and/or agreed lights at 6 meter intervals kept taut between the delivering and receiving ships during abeam replenishment to act as a constant measure of the lateral distance between the ships. dolly/berceau. A cradle for the movement aboard and the transfer at sea of awkward or fragile loads. double Burton rig/gréement Burton double. A Burton rig for the transfer of heavy loads, in which the cables are replaced by double whips. double probe rig/gréement probe double. A rig for the transfer of fuel fitted with twin probes.

E easing-out line/ligne de raccompagnement. A rope passed through a pendant of the rig for the purpose of steadying the movement as it is being eased out. elongated shackle/manille garcette. The special fueling-at-sea shackle is a galvanized forged steel safety chain shackle with the throat opening of a 7/8 inch shackle but with the elongated body of a 1/2 inch shackle. emergency breakaway/séparation d’urgence. Those actions to be carried out to restore individual freedom of movement to the ships replenishing in the shortest possible time. eye plate/piton à oeil ou plaque à oeil. A base plate secured to the deck or superstructure upon which is fixed an eye or ring.

F fairlead/chaumard. A suitably placed roller or sheave that serves to guide or lead a running line in a desired direction.

A-2 ORIGINAL ATP 16(D)/MTP 16(D) fairlead block/poulie de renvoi. A block for altering the direction of a running line. fairlead roller/chaumard à rouleaux. See fairlead. faked, flaked/lové à longe plis, à longs plets. Laid flat on the deck in elongated bights with adjacent loops close together. flange/bride. A flat part fitted to the end section of a hose or pipe to enable them to be connected. float method/méthode par flotteur. An astern fueling procedure where the hose line is towed astern with a float at the end for the receiving ship to grapple. flounder plate/plaque de liaison. A perforated metal plate enabling the various parts of rig to be interconnected. flow-through saddle/gouttière-raccord. A curved length of metal pipe provided with an attachment feature for suspension, to both ends of which transfer hose lengths are connected. frapping line/brin de retenue. See bowsing-in line. fueling/ravitaillement en combustible. An operation consisting of filling the fuel tanks of a ship up to a predetermined level. fueling trunk/puits de ravitaillement. An opening in the superstructure or deck into which a fueling hose is inserted for filling the ship’s tanks.

G grommet strop/estrope à erseau. A grommet bound by a flat seizing to form a figure-of-eight. gunline method/méthode par lance-amarres. In astern fueling, the procedure where the hose line is sent over to the receiving ship by means of a gunline. gypsy head/treuil. A smooth, winch-mounted drum for heaving the ropes, wires, and hawsers.

H hard eye/oeil à cosse. A thimbled eye. heavy jackstay rig/gréement câble support lourd. A rig for the transfer of heavy loads that uses a wire support line. high line rig/gréement ligne haute. A rig for the transfer of solids or personnel that uses a rope or wire support line. high point/point haut de fixation. A mobile or fixed attachment point for the replenishment rig, strong enough to withstand its tension and high enough to allow its use. hogging-in line/ligne de manutention. A line used on board the receiving ship to handle and to line up the hose before attaching it. hose clamp/agrafe de manche. A detachable collar equipped with plates, brackets, or hooks that is fitted on a hose for the purpose of making the latter easier to handle.

A-3 ORIGINAL ATP 16(D)/MTP 16(D) hose line/ligne ou touline de passage de manches. A line passed to the receiving ship to enable the latter to heave in the supply hose attached to the end of it. hose messenger/ligne ou touline de passage de manches. See hose line. hose stirrup/emport de manche. A canvas sling that can slide along a support line and which holds a lightweight hose. housefall rig/gréement housefall. A rig for the transfer of solids, in which the load is suspended at the meeting point of two cables controlled, one directly and one via a block in the receiving ship, by winches in the delivering ship.

Inglefield clip/mousqueton Inglefield. A clip composed of two links each of which has a bevelled opening on one side to receive the other link. inhaul line/hâle-à-bord. A line by which the delivering ship controls the movement of a traveler block.

J jackstay fueling rig/gréement câble support de manches. A rig for the transfer of liquids that uses a wire support line to carry the hose(s). jackstay line/ligne ou touline de passage du câble support. A line passed to the receiving ship to enable the latter to heave in the jackstay attached to it. jigger tackle/palan de manoeuvre. A lightweight general purpose tackle.

K kingpost/mâtereau. A fixed mast fitted with one or more high points. It may be retractable.

Klein Chicago gripper/griffe Klein Chicago. Articulated clamp which tightens under the effect of traction; this clamp, shackled to a messenger, is used for passing a wire support line.

L large derrick rig/gréement grand mât de chargé. A rig for the transfer of liquids that uses a large derrick to support the hose(s) outboard. latch indicator flag/indicateur visuel de verrouillage. A mechanical indicator, as used on the probe receiver, to show whether the probe is latched or not. lead(ing) block/poulie de renvoi. See fairlead block. light jackstay rig/gréement câble support léger. A rig for the transfer of light loads or personnel that uses a rope support line. lightline/ligne légère de passage. A lightweight line passed between ships for the transfer of small items.

A-4 ORIGINAL ATP 16(D)/MTP 16(D)

M manifold/collecteur. A large pipe, valve-chest, or distribution box from which several pipelines lead and a flow of liquid products may be directed from one to another. manila/synthetic highline rig/gréement ligne haute en chanvre ou synthetique. A highline rig that uses a rope or synthetic support line. marker buoy/bouée de tenue de poste. In astern fueling, a buoy towed by the delivering ship to serve as a distance marker for the receiving ship. messenger/ligne ou touline de passage. A line to pass a heavier line or the rig. modified housefall rig/gréement housefall modifié. A housefall rig modified by using the outhaul line as a support line for a traveler block which carries the load. monkey plate/plaque triangulaire à trois trous. See tie plate.

NATO 1 fueling rig/à couple. 178 mm, abeam, fuel, probe/probe receiver.

NATO 2 fueling rig/par l’arrière. 152 mm, astern, fuel, breakable spool coupling.

NATO 3 fueling rig/à couple. 65 mm, abeam, fuel, delivery nozzle/receiving coupling.

NATO 4 fueling rig/par l’arrière. 65 mm, astern, fuel, delivery nozzle/receiving coupling.

NATO 5 water rig/à couple/par l’arrière. 65 mm, abeam/astern, water, threaded couplings.

NATO hose coupling/raccord de manche OTAN. Any standardized connection permitting the transfer of liquids between ships of different nationalities.

NATO standard long link/maille longue OTAN. A long link that was standardized to enable rigs for replenishment to be connected between ships of different nationalities.

O outhaul line/hâle-dehors. A line by which the movement of the traveler block is controlled by the receiving ship or by the delivering ship via a lead block in the receiving ship.

P padeye/piton à oeil. See eye plate. pelican hook/croc à échappement. An articulated hook which is held closed by means of a mous- ing link, and which can be opened while under tension. pendant/pantoire. A length of wire or rope used to take the strain of a rig or the weight of an object. probe coupling/probe. A hose coupling consisting of a probe on the delivering ship’s hose designed to fit automatically into a receiver cone in the receiving ship. pumping rate/taux de pompage. The quantity of liquid product that can be delivered based on pump capacity and hose diameter. It is measured in tons or cubic meters per hour.

A-5 ORIGINAL ATP 16(D)/MTP 16(D)

Q quick release coupling/raccord à largage rapide. A device which permits the connection of hoses and their rapid disconnection while in use.

R ram tensioner/installation de tensionnement automatique à piston. A piston operated device used to maintain a preset tension on a cable stretched between two ships, in spite of their relative movements and the weight of the transferred load. receiving ship/bâtiment récepteur. The ship in a replenishment unit that receives the rig(s). reception station/poste de réception. A transfer station in the customer ship. recovery line/ligne ou touline de récupération. Line used by the delivering ship to haul back the outer end of the hose rig. remating line/ligne de réemboîtage. A line used by the receiving ship to engage the probe with the receiver in the event of disconnection. replenishment at sea/ravitaillement à la mer. Those operations required to make a transfer of personnel and/or supplies when at sea. replenishment course and speed/route et vitesse de ravitaillement. The course and speed ordered by the OTC for the replenishment unit guide. replenishment unit/unité de ravitaillement. A group of ships consisting of one or more delivering ships with one or more receiving ships replenishing and ships in waiting and/or lifeguard stations. rescue strop/sangle de sécurité. A piece of rescue equipment which is placed around a person’s chest to secure that person to a rescue line or helicopter hoist cable. Also called a horse collar. retrieving line/ligne ou touline de récupération. See recovery line. riding hook/bec de retenue. A hook on a hose end clamp around which is rove the riding line. riding line/ligne de manoeuvre. A line, used by the receiving ship and controlled by a tackle, for handling the hose end and taking its strain. riser/colonne montante. The part of the system of piping that extends vertically, as from one deck to another.

S saddle/gouttière de manche. A curved metal gutter shaped tray which supports the transfer hose. saddle whip/ligne de manoeuvre de gouttière. A wire used by the delivering ship to control the saddle. safe working load/charge maximum utile. In sea operations, the maximum load that can be safely applied to a fitting, and normally shown on a label plate adjacent to the fitting. See also static test load. senhouse slip/croc à échappement. See pelican hook.

A-6 ORIGINAL ATP 16(D)/MTP 16(D) shut-off valve/vanne à fermeture rapide. A quick action valve for stopping the flow of a liquid instantly. In replenishing rigs such a valve should be integrated in the coupling of the transfer hose to prevent spillage on disconnection. skip box/benne de transfert. A rectangular, low-sided, box-shaped sling for transferring small cases or packages in loading or discharging cargo. sliding block/chariot coulissant. A vertically movable high point block in the delivering ship. sliding padeye/piton à oeil coulissant. A vertically movable high point in the receiving ship. spanwire rig/gréement ligne haute pour manches. A rig for the transfer of liquids that uses a wire support line to carry the hose(s). static test load/charge d’épreuve statique. In sea operations twice the safe working load. See also safe working load.

STREAM/STREAM. A U.S. acronym which stands for Standard Tension Replenishment Alongside Method, and which covers several U.S. replenishment systems. supplying ship/bâtiment ravitailleur. A ship in a replenishment unit that provides the personnel and/or supplies to be transferred. support line/câble support. A wire or rope, stretched between the delivering and receiving ships, and used as an overhead support for one or more traveler blocks in the transfer of materiel or personnel. General term for: highline (US), jackstay (UK), spanwire (US). swing bolt/boulon basculant. A threaded fastener that can be swung clear of the fitting for unobstructed access to the opening. See breakable spool coupling.

T tie plate/plaque triangulaire à trois trous. A triangular metal plate with three holes, enabling various parts of a rig to be interconnected. transfer station/poste de transfert. A ship’s designated area equipped for replenishment at sea. transfer station marker/marqueur de poste de transfert. A visual indication of a transfer station number or the nature of the commodities ready to be transferred from this station: a panel by day, a light box by night. traveler block/poulie trolley. A sheaved assembly which can be moved along a support line and beneath which is carried the load to be transferred. traveler reel/touret trolley. An assembly consisting of a traveler block and a cargo drop reel. trolley block/poulie trolley. See traveler block. trough/gouttière de manche. See saddle. trough wire/ligne de manoevre de gouttière. See saddle whip.

U underway replenishment/ravitaillement à la mer. See replenishment at sea.

A-7 ORIGINAL ATP 16(D)/MTP 16(D)

V vertical replenishment/ravitaillement vertical. The use of a helicopter for the transfer of materiel to or from a ship.

W weak link/maille de rupture/de sécurité. A link designed to break when subjected to a given stress. wire highline rig/gréement ligne haute en acier. A rig for the transfer of heavy loads that uses a wire support line.

A-8 ORIGINAL PART II

NATIONAL INFORMATION INTENTIONALLY BLANK AUSTRALIA INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER AU2 Scheduling Replenishment at Sea — Australia

AU0230 Australian Rigs

See Table AU2-1.

AU0240 Australian Ships

See Table AU2-2 and Figures AU2-1 through AU2-8.

AU2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table AU2-1. Rigs Used by Australia (Sheet 1 of 2)

Australia FUEL RIG

STREAM Nontensioned Close In Astern VERTREP Ship Type or Crane or Tensioned Span Wire Class Derrick Span Wire

Oilers: SUCCESS R-D R-D WESTRALIA R

DDG RR

FFG R R-D

ANZAC FFH R R R-D

TOBRUK R R-D

LPA R R-D

Submarines R

MHC RR

MHI R

Patrol Boats R

LCH R

Code: R—Receive D—Deliver

Note: All rigs are both port and starboard unless otherwise noted.

AU2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table AU2-1. Rigs Used by Australia (Sheet 2 of 2)

Australia TRANSFERRING SOLIDS AND PERSONNEL

STREAM Wire Heavy Manila Burton Housefall Jackstay Tensioned Ship Type or Highline Jackstay Highline Class Highline

Oilers: SUCCESS D R WESTRALIA R R-D

DDG R R - D

FFG R R - D

ANZAC FFH R R - D

TOBRUK R R - D

LPA R R - D

Submarines

MHC R

MHI R - D

Patrol Boats R - D

LCH R - D

Code: R— Receive D— Deliver

Note: All rigs are both port and starboard unless otherwise noted.

AU2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

Table AU2-2. Australian Ship-Specific Data (Sheet 1 of 2)

Ship Class DURANCE ADELAIDE ANZAC LEAF

Length of Ship (meters) 158.5 138.1 118 170.7

Beam (meters) 14.3 14.8 25.9

Mean Draught (meters) 7.9 6.2 11.8

Full Load Displacement 4,026 3,600 40,870 (metric tons)

Full Speed (knots) 29 27 16

Economical Speed (knots) 20 18

RAS Speed (knots) As Required As Required 10 to 14

Height of RAS Point from 12 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil

Diesel 2.1 to 10.3

Water <6.9

AVCAT <6.9

Adaptor Type:

Lub. Oil

Diesel 7-inch Standard NATO Probe

Water 2½-inch Hydra Search

AVCAT 2-inch JC Carter Coupling

AU2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

Table AU2-2. Australian Ship-Specific Data (Sheet 2 of 2)

Ship Class SUCCESS TOBRUK KANIMBLA

Length of Ship (meters) 157.3 126.7 168.2

Beam (meters) 21.3 17.9 21.2

Mean Draught (meters) 8.6 4.3 5.7

Full Load Displacement 17,965 6,066 8,585 (metric tons)

Full Speed (knots) 20 18 20

Economical Speed (knots) 15 15 15

RAS Speed (knots) 13 to 17 12 As Required

Height of RAS Point from Heavy Station: 10 to 20 Heavy Station: 10.7 Water Level (meters) Light Station: 14 Light Station: 11.8

Hose Pressure Rate (Bars):

Lub. Oil

Diesel 10.3

Water 6

AVCAT

Adaptor Type:

Lub. Oil 2.5 BSP Male Thread (Not Transferred at Sea)

Diesel STREAM Probe QRC or 6-inch 7-inch Hose NATOAorB QRC ROBB

Water 2½-inch BIC 2-inch Hose into Open Tape Filling Lines

AVCAT

AU2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

561 348 249 0

171 106 76 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class WESTRALIAName of Ship WESTRALIA 0195 Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure AU2-1. WESTRALIA

AU2-6 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class DURANCE (P.R.E.)Name of Ship MUSE A607 DURANCE A629 Type Nom du Bâtiment VAR A608 Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 5,500 1,300 m3 Capacité Tonne Mètrique (m3) 2,800 150

Maximum Rate of 680 m3/hr Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides) 1.7 t

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage 0.5 t Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure AU2-2. DURANCE

AU2-7 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class ADELAIDE (FFG) Name of Ship OLIVER H. PERRY Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) OEP 11,355 780 m3 Capacité Tonne Mètrique (m3) QMD 4,485 OX27 540 33.8

Solids Replenishment Station 227 kg Poste de Ravitaillement (Solides) 1t

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure AU2-3. ADELAIDE

AU2-8 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class ANZAC (FFH) Name of Ship ANZAC Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 4.5 m3 441 m3 Capacité Tonne Mètrique (m3) 56.1 m3

Solids Replenishment Station 280 kg Poste de Ravitaillement (Solides) 1t

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure AU2-4. ANZAC

AU2-9 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class LEAF (AOR) Name of Ship LEAF Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 37,000 m3 576 m3 Capacité Tonne Mètrique (m3) 1,400 m3

Maximum Rate of 900 m3/hr 65 m3/hr Pumping by Hose Ton (m3)/hr 20 m3/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 5t Poste de Ravitaillement (Solides) 8t

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure AU2-5. LEAF

AU2-10 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class SUCCESS Name of Ship SUCCESS 304 DURANCE Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 9,960 m3 Capacité Tonne Mètrique (m3) 115 m3

Maximum Rate of 680 m3/hr Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Personnel, Light Stores Poste de Ravitaillement (Solides) 1.9 t

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure AU2-6. SUCCESS (Page 1 of 3)

AU2-11 CHANGE 1 ATP 16(D)/MTP 16(D)

63 meters

90.6 meters 98 meters

147 meters

Figure AU2-6. SUCCESS (Page 2 of 3)

AU2-12 CHANGE 1 ATP 16(D)/MTP 16(D)

DIST. COMMODITY RATE STN FROM LOCATION RIG and or STEM HOSE SIZE CAPACITY 63 meters STBD FWD STREAM fuel (Single Probe, F76 - 178 mm 680 m³/hr 1 GANTRY QRC, NATO A/B, Robb) H2O-64mmBIC 50 m³/hr 1.86 T Stores, Ammuni- STREAM/SURF (at CDR tion, Missiles hook) F76 - 178 mm 680 m³/hr 63 meters PORT FWD STREAM fuel (Single Probe, 2 ¹ F44 - 178 mm 340 m³/hr GANTRY QRC, NATO A/B, Robb) H2O-64mmBIC 50 m³/hr ¹ Station 2 requires reconfiguration and hose flushing to provide AVCAT, and therefore requires a minimum of 24 hours’ notice. AVCAT is not normally provided from Station 2. 61 meters PORT FWD F44 & F76 - 178 2A Probe receiver (receive only) 600 m³/hr GANTRY mm 90.6 meters STBD C/L Personnel or light 3 Light jackstay (receive only) - KINGPOST stores 90.6 meters PORT C/L Personnel or light 4 Light jackstay (receive only) - KINGPOST stores F76 - 178 mm 680 m³/hr 98 meters STBD AFT STREAM fuel (Single Probe, 5 F-44 - 102 mm 173 m³/hr GANTRY QRC, NATO A/B, Robb) H2O-64mmBIC 50 m³/hr 98.5 meters STBD AFT Probe receiver, QRC (receive 5A F76 - 178 mm 600 m³/hr GANTRY only) 98 meters PORT AFT STREAM fuel (Single Probe, F-76 - 178 mm 680 m³/hr 6 GANTRY QRC, NATO A/B, Robb) H2O-64mmBIC 50 m³/hr Stores, Ammunition, 1.86 T STREAM SURF Missiles (at CDR hook) 147 meters FLIGHT Personnel, Stores, 7 VERTREP - DECK Ammunition, Missiles

SUCCESS is capable of day and night underway replenishment. Ammunition, solid cargo, and liquid cargo can be supplied simultaneously to ships connected alongside, with concurrent VERTREP operations.

Figure AU2-6. SUCCESS (Page 3 of 3)

AU2-13 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class TOBRUK (AHLS) Name of Ship TOBRUK L50 Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 24.33 m3 778.52 m3 Capacité Tonne Mètrique (m3) 732.86 m3

Maximum Rate of 3m3/hr 300 m3/hr Pumping by Hose Ton (m3)/hr 40 m3/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 227 kg Poste de Ravitaillement (Solides) 1t

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure AU2-7. TOBRUK

AU2-14 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 5510

STATION DATA NOT AVAILABLE

168 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class KANIMBLAName of Ship LPA KANIMBLA LPA MANOORA Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 32.1 m3 325 m3 Capacité Tonne Mètrique (m3) 115 m3

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure AU2-8. KANIMBLA

AU2-15 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

AU2-16 CHANGE 1 BELGIUM INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER BE2 Scheduling Replenishment at Sea — Belgium

BE0230 Belgian Rigs

See Table BE2-1.

BE0240 Belgian Ships

See Figures BE2-1 and BE2-2.

BE2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table BE2-1. Rigs Used by Belgium (Sheet 1 of 2)

BELGIUM FUEL RIG

Crane or Small Close In Large Derrick Span Wire Astern Ship Type or Class Derrick

Fishery Protection Vessel and Mine Countermeasures Tender GODETIA (1) D (2) R

Mine Countermeasures Tender ZINNIA D R R - D

Minehunters (MHC) R (3) R Flower Class (CMT)

Frigates WIELINGEN Class (E-71) R (4) R (5) (6) R

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) BNS Godetia (A960) uses a slipping clutch as a protective device. (2) Preferred delivering station on starboard side. (3) Preferred receiving station on port side. (4) Preferred receiving station on starboard side. (5) In case of NATO breakable-spool coupling, attachment point for the span wire at 5 meters above fueling connection. (6) Possible to change probe fueling side within 10 minutes (1 probe available either side).

BE2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table BE2-1. Rigs Used by Belgium (Sheet 2 of 2)

BELGIUM TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Class Highline Jackstay Highline Jackstay Highline

Fishery Protection Vessel and Mine Countermeasures Tender GODETIA R - D

Mine Countermeasures Tender ZINNIA R - D R - D

Minehunters (MHC) Flower Class (CMT) R-D(3)

Frigates WIELINGEN Class (E-71) R (1) R R - D R (2)

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) Preferred receiving station on starboard side. (2) Capability is for STREAM rig with traveling SURF (US). (3) Preferred delivering station on starboard side.

BE2-3 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A960Name of Ship BNS GODETIA No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) Single Hose Manche Simple

Maximum Rate of 440 m3 154 m3 Pumping by Hose Ton (m3)/hr Double Hose Débit Maximum Par Manche Double Manche Tonne (m3/hr)

Solids Replenishment Station 102 mm Hose Poste de Ravitaillement (Solides)

3 Capacity Metric Ton (m ) 51 mm Hose Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage 249 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure BE2-1. BNS GODETIA

BE2-4 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A961 Name of Ship BNS ZINNIA No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) Single Hose Manche Simple

Maximum Rate of 607 m3 333 m3 Pumping by Hose Ton (m3)/hr Double Hose Débit Maximum Par Manche Double Manche Tonne (m3/hr)

Solids Replenishment Station 102 mm Hose Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 51 mm Hose Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage 249 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure BE2-2. BNS ZINNIA

BE2-5 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

BE2-6 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX BE9B VERTREP Equipment — Belgium

1. Aircraft Cargo Hooks. The Belgian Navy uses a conforming strap type of cargo hook, the Cargo Swing Type SIREN A90. The cargo hook, shown in Figure BE9B-1, is used on the Alouette III helicopter. Maximum allowable weight is 750 kg, but normal operating weight is restricted to 400 kg. The strap, after passing through the appropriate fitting on the load, is positioned in the rear slot. The hook is then closed manually by pulling on the red trigger in the handle. The hook is opened manually by pushing the button in the housing on top of the handle.

2. Pendants and Slings. The Belgian Navy uses two sling types. The older model is Strap Type MEILI AL-1. Dimensions of this sling’s eyes are given in Figure BE9B-2. The straps come in different lengths (1, 2, 3, 4, and 5 meters) and can be shackled together to form the appropriate length. The smaller eye can be passed through the slit in the larger one to form a loop. The working load depends on the configuration used, as given in Figure BE9B-3. The newer model of sling is steel, 15 feet (4.572 meters) in length, and displayed in Figure BE9B-4.

3. Cargo Rings, Stirrups, and Shackles. The Belgian Navy uses a snaphook, shown in Figure BE9B-5, to connect the eyelets of the net. The sling is connected to the snaphook with a (Type SKT) half link (Figure BE9B-6) and swivel joint (Figure BE9B-7). Figure BE9B-8 displays how these components interconnect.

4. Nets and Pallets. The Belgian Navy uses one size of net, as shown in Figure BE9B-9. The capacity and dimensions are:

LOADS HANDLED Loose Cargo

CAPACITY 750 kg

LENGTH 4 m

WIDTH 4 m

WEIGHT 20 kg

ASSOCIATED Connecting Shackle, EQUIPMENT Strap Type MEILI AL-1

BE9B-1 CHANGE 1 ATP 16(D)/MTP 16(D)

C A B

DIMENSION CENTIMETERS

A 14.0

B 1.6

C 0.8

Figure BE9B-1. Cargo Swing Type SIREN A90

D C DIMENSION CENTIMETERS F B A51 A B50

G C17

D14

E54

F19

G50 E F

Figure BE9B-2. Sling Strap Type MEILI AL-1

BE9B-2 CHANGE 1 ATP 16(D)/MTP 16(D)

WORKING LOAD

90º

KG 1,000 900 2,000 1,250

Figure BE9B-3. Strap Configuration and Working Load

4.572 m

Figure BE9B-4. Steel Sling

BE9B-3 CHANGE 1 ATP 16(D)/MTP 16(D)

F G

DIMENSION MILLIMETERS

A13

B32

C 168

D29

E25

F44

G44

WEIGHT: 1.5 KG

Figure BE9B-5. Connecting Snaphook

BE9B-4 CHANGE 1 ATP 16(D)/MTP 16(D)

B A

C LOCKING SET

DIMENSION MILLIMETERS

A34

B26

C25

WEIGHT: 0.2 KG

Figure BE9B-6. Half Link

DIMENSION MILLIMETERS

A96

B59

WEIGHT: 1.4 KG

Figure BE9B-7. Swivel Joint

BE9B-5 CHANGE 1 ATP 16(D)/MTP 16(D)

EYE OF SLING

HALF LINK LOCKING SET

SWIVEL JOINT

HALF LINK LOCKING SET

SNAPHOOK

Figure BE9B-8. Complete Sling Assembly

BE9B-6 CHANGE 1 ATP 16(D)/MTP 16(D)

B C

19 STRINGEN

DIMENSION CENTIMETERS

A50

B80

C21

Figure BE9B-9. Cargo Net

BE9B-7 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

BE9B-8 CHANGE 1 BULGARIA INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER BX2 Scheduling Replenishment at Sea — Bulgaria

BX0230 Bulgarian Rigs

See Tables BX2-1 and BX2-2.

BX0240 Bulgarian Ships

See Figures BX2-1 and BX2-2.

BX2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table BX2-1. Replenishment Receiving Station Data — SMELI

Item Fuel Receiving Station Data Sheet

1 Fuel receiving station (meters from bow) 21 87

2 Fuel receiving station location (port/starboard) Starboard Port

Maximum offstation angle (degrees forward/aft 3 30/30 - of attachment point)

Rig attachment point height (meters above 4 5 3.8 water line)

5 Rig attachment point (meters above deck) 0 0

6 Attachment point maximum strength (kilograms) 40,000 -

7 Attachment point working strength (kilograms) 22,000 -

8 Attachment type (e.g., pelican hook, link) - -

9 Attachment point size (millimeters) - -

“B” end breakable spool “B” end breakable spool coupling Hose interface details (e.g., thread, flange, split coupling 10 64 mm adapter-receiver clamp) for each hose 64 mm adapter-receiver 102 mm standard 102 mm standard coupling coupling

Fuel or liquid type(s) that can be received (F44, Diesel Fuel (F76) Diesel Fuel (F76) 11 F76, etc.) Fresh Water Fresh Water

12 Minimum pumping pressure (kiloPascals) 250 250

13 Maximum pumping pressure (kiloPascals) 600 600

Maximum flow rate (meters3 per hour) — 14 100 100 FUEL

BX2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table BX2-2. Replenishment Delivery Station Data — ATYA

ITEM Fuel Delivery Station Data Sheet

1 Fuel delivery station (meters from bow) 35.8 84.00

Fuel delivery station location 2 Port/Starboard Port/Starboard (port/starboard)

Maximum offstation angle (degrees for- 3 30/30 30/30 ward/aft of attachment point)

4 Rig used at station Board-to-board Astern

Normal rig support line tension 5 -- (kilograms)

Rig support line attachment type (e.g., 6 -- pelican hook, link)

Rig support line attachment size 7 -- (millimeters)

Preferred distance between ships during 8 Board-to-board 60-80 replenishment (meters)

Minimum distance between ships during 9 Board-to-board 40 replenishment (meters)

Maximum distance between ships during 10 10 100 replenishment (meters)

Number and sizes (millimeters) of hoses 2 x 100 2 x 100 11 that can be delivered 2x65 2x65

Hose interface diameter for each hose 12 100; 65 100; 65 (millimeters)

“B” end breakable spool “B” end breakable spool Hose interface details (e.g., thread, coupling coupling 13 flange, split clamp) for each hose 65 mm delivery nozzle 65 mm delivery nozzle 102 mm standard coupling 102 mm standard coupling

Diesel Fuel (F76) Diesel Fuel (F76) Fuel or liquid type(s) that can be delivered 14 Motor Oil Motor Oil by each hose (F44, F76, etc) Fresh Water Fresh Water

Minimum pumping pressure for each hose 15 250 250 (kiloPascals)

Maximum pumping pressure for each hose 16 1,000:1,500:800 1,000:1,500:800 (kiloPascals)

17 Maximum flow rate for each hose (meters3 ) 120; 9; 40 120; 9; 40

BX2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number Name of Ship SMELI, FRIGATE No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) Single Hose Manche Simple

Maximum Rate of 9m3/hr 40 m3/hr Pumping by Hose Ton (m3)/hr Double Hose 3 Débit Maximum Par 100 m /hr Manche Double Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides) Triple Hose Manche Triple

Capacity Metric Ton (m3) 300 35 Capacité Tonne Mètrique (m3) 12

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 0 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure BX2-1. SMELI

BX2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number Name of Ship ATYA No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) Single Hose Manche Simple

Capacity Metric Ton (m3) 9m3/hr 40 m3/hr with Double Hose Capacité Tonne Mètrique (m3) 65 mm hose Manche Double 100 m3/hr Triple Hose Solids Replenishment Station Manche Triple Poste de Ravitaillement (Solides) REMARKS: 1. Only astern method Capacity Metric Ton (m3) 20 200 2. “B” end breakable spool coupling Capacité Tonne Mètrique (m3) 3. 64 mm delivery nozzle 1300 Solids 150 4. 102 mm standard coupling

Helicopter Helicopters Maximum Lift Capacity Deck crane has a Platform Hélicoptères Capacité Maximum de lifting capacity of Plateforme pour 0 Levage 3 tons Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure BX2-2. ATYA

BX2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

BX2-6 CHANGE 1 ATP 16(D)/MTP 16(D)

CHAPTER BX6 Transfer of Liquids — Bulgaria

BX0670 Bulgarian Navy Fueling Rigs

1. SMELI

a. Capabilities. SMELI is equipped with two fuel reception stations: No.1 at the forecastle for fuel reception astern and No. 2 for fuel reception at anchor or at pier. The ship has trained for the reception of fuel, motor oil and fresh water at sea astern (in column) between 8 and 10 knots, with a distance between ships of 60 to 80 meters and a seat state of 3. Underway refueling is accomplished either by the towing line method or the marker buoy method. The gunline method is preferred. Usually the ship receives fuel and fresh water underway. Lack of onboard desalinization equipment limits maximum endurance for fresh water to 4 or 5 days.

b. Equipment. The ship is not equipped with systems and stations for replenishment at sea abeam. Available onboard are the NATO standard “A”- end Breakable Spool Coupling, the 65 mm Adapter-Receiver 6958ACH and a 102 mm standard coupling. For water transfers a 65 mm bore hose coupling is also available.

2. ATYA

a. Capabilities. ATYA is equipped with systems for delivering fuel, motor oil, and water astern between 8 and 10 knots and at anchor. ATYA is not equipped with delivering stations for replenishment at sea abeam. Delivery stations No. 1 and 2 (starboard and portside) are used mainly for replenishment at anchor. The ship uses 102 mm fuel hoses and 65 mm water and motor oil hoses. All hoses are 20 meters in length.

b. Replenishment Stations. Stations No. 3 and 4 (starboard and port) are used mainly for underway replenishment. They are equipped with 2 hydraulic reels and 102 mm lightweight and nonrigid fuel hoses of 160 meters in length. The water and motor oil hoses are 65 mm and 160 meters in length. They are lightweight and nonrigid and are streamed separately.

c. Equipment. Available onboard are the NATO “B”-end Breakable Spool Coupling, 65 mm delivery nozzle 64348BF3X7K and a 102 mm standard coupling for fuel and 65 mm bore hose coupling for water.

d. Methods. Two astern replenishment methods are available: by towline and gunline. The gunline method is preferable for the NATO ships. This method is similar to the German Astern Replenishment-GE0684. ATYA can stream the astern replenishment hose by either port or starboard astern station.

3. Fuel. The diesel fuel “DS” used by the Bulgarian Navy is similar to NATO diesel F-76.

BX6-1 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

BX6-2 CHANGE 1 ATP 16(D)/MTP 16(D)

CHAPTER BX7 Transfer of Solids — Bulgaria

BX0755 Bulgarian Navy Solids Rigs

1. ATYA. As the universal replenishment ship, ATYA (AOL 302) can carry aboard different categories of solid cargo (ammunition, spare parts, food stuffs) in special holds. The cargoes are offloaded by means of containers and a 3-ton deck crane. Delivery to the recipient ship is executed at full-stop board-to-board or by the ship’s motor boat.

2. SMELI. The frigate SMELI (FF11) is not capable of receiving solid cargo underway at this time. Cargo can be received on board at full stop board-to-board or by the ship’s motor boat.

3. Other Capabilities. Both ships can transfer light freight and mail by messenger line or by helicopter.

BX7-1 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

BX7-2 CHANGE 1 CANADA INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER CA2 Scheduling Replenishment at Sea — Canada

CA0230 Canadian Rigs

See Table CA2-1.

CA0240 Canadian Ships

See Figure CA2-1.

CA2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table CA2-1. Rigs Used by Canada (Sheet 1 of 2)

CANADA FUEL RIGS Crane or Large Span Wire Astern Close In Ship Type or Class Small Derrick Derrick Combination Liquids/Solids Replenishment AOR PROTECTEUR D (1) AOR PRESERVER D (1) Helicopter Destroyer 280 thru 283 R (2) R Helicopter Frigate (FFH) 330 thru 341 R (3) R Submarine (Note 4) Maritime Coastal Defence Vessel MM 700 - 711 (Note 4)

Code: R — Receive D — Deliver

Notes: Rigs receive and/or deliver Port or Starboard unless otherwise noted.

(1) All four stations tensioned highline automatic transfer system. (2) Receive probe or breakable spool fitting midship. (3) Retractable kingpost forward. (4) MCDV and submarine, light line only.

CA2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table CA2-1. Rigs Used by Canada (Sheet 2 of 2)

CANADA TRANSFERRING SOLIDS AND PERSONNEL Heavy Light Tensioned Burton Housefall Ship Type or Class Jackstay Jackstay Highline Combination Liquids/Solids Replenishment AOR PROTECTEUR R D R R-D R-R(1) AOR PRESERVER R D R R-D R-D(1) Helicopter Destroyer 280 thru 283 R R(2) R R-D R-D(2) Helicopter Frigate (FFH) 330 thru 341 R R (3) R R - D R (3) Submarine (Note 4) Maritime Coastal Defence Vessel MM 700 - 711 (Note 4)

Code: R — Receive D — Deliver

Notes: Rigs receive and/or deliver Port or Starboard unless otherwise noted.

(1) All four stations tensioned highline automatic transfer system. (2) Retractable kingpost forward and sliding padeye midships. (3) Portable Samson Post forward and sliding padeye midships. (4) MCDV and submarine, light line only.

CA2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number AOR 509 Name of Ship HMCS PROTECTEUR HMCS PRESERVER No. de Coque Nom du Bâtiment AOR 509 AOR 510

Liquids Replenishment Station Poste de Ravitaillement (Liquides) Single Hose Manche Simple

3 Capacity Metric Ton (m ) 590 Capacité Tonne Mètrique (m3) 436 12,872 Double Hose Manche Double Maximum Rate of 238 m3/hr Pumping by Hose 3 3 3 Ton (m )/hr 238 m /hr 568 m /hr Double Hose Débit Maximum Par 3 3 Capabilities Manche Tonne (m /hr) Manche Double 3 Possibilités Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 3 Levage 1,815 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure CA2-1. PROTECTEUR

CA2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

CHAPTER CA6 Transfer of Liquids — Canada

CA0670 Abeam Fuel Rigs

Note: The following paragraphs present details of CA rigs and procedures used with or in addition to fuel STREAM rig. Paragraph numbering does not therefore parallel that of Chapter 6.

CA0671 Fuel Rigs (Basic Equipment)

1. Liquids replenishment in AOR 509/510 is carried out at all four transfer stations. Figure CA6-1 shows the general arrangement of the fueling stations in AOR 509/510.

2. Hose and Hose Fittings.

a. The hoses for F-76 are 178 mm; for F-44, they are 65 mm. These hoses are suspended from the tensioned support line during the replenishment operation.

b. Fuel hose, 178 mm, is lightweight and nonrigid (collapsible). The hose is used in lengths of 9.1 meters and 4.6 meters. The fueling rig consists of 91 meters of hose. AOR 509/510 is fitted with a double configuration of 178 mm hose at all four transfer stations.

c. Fuel hose, 65 mm (x2), is light-weight and rigid (non-collapsible). In AOR 509/510 a 65 mm hose is connected to the outboard end of the 178 mm hose for transferring F-44.

d. Double saddles of the over and under flow-through type are used with the double 178 mm hose configuration.

e. Hose couplings for the 65 mm and 178 mm hoses are split-clamp type couplings consisting of a male coupling and a female half-coupling. The female end incorporates a rubber “O” ring for sealing the coupling. The split clamp and band assembly are used to attach the male and female half-couplings together. The band is tightened or loosened with a screwdriver. These couplings conform to US Military Specification MIL-H-22240B.

3. Wire Line.

a. A single support line with maximum tension to 7,200 kg is employed. AOR 509/510 is fitted with 144 meters of 22 mm wire. The support line is made of extra special flexible steel wire rope (ESFSWR).

b. Saddle whips for the control of the hose saddles in AOR 509/510 are 13 mm.

4. Klein Chicago Gripper (Figure CA6-2) is a specialized fitting used to secure the inboard end of the heavy messenger (approximately 1.2 meters on HFX Class and approximately 0.6 meters on IRO Class) from the outboard end of the support line when it is passed to the receiving ship. The gripper uses the sliding wedge principle to grip the support line. The light messenger is passed with the heavy messenger attached. The gripper is attached to the inboard end of the heavy messenger and clamped to the outboard end of the support line. The support line and gripper are then hauled to the receiving ship which connects the elongated shackle (attached to the support line end fitting) to the highpoint of the receiving ship. The gripper is then released and passed back to the delivering ship with the messengers.

CA6-1 CHANGE 1 ATP 16(D)/MTP 16(D)

5. Breakable-Spool Coupling (NATO 1 Alternate) can be used by all Canadian AORs to supply fuel and all Canadian escort vessels can receive fuel by this method.

6. Single Probe Carrier (NATO 1) (Figure CA6-3) is mounted in the tube of the probe assembly. The probe, tube, and carrier form a single probe assembly. The carrier is fitted on the support line that passes between two pair of sheaves mounted on the carrier. The single probe assembly is used to transfer fuel to NATO ships fitted with probe receivers.

7. Single/Double Probe Carrier (Figure CA6-3) is used to carry a single assembly on the tensioned support line. The probe is secured in the middle of the carrier directly below the sheaves running on the support line. The probe will engage a single receiver fitted in a NATO receiving ship.

8. Standard Fueling Probe and Tube is attached to the 178 mm fueling hose and is secured to the probe carrier that travels on the tensioned support line. The probe incorporates a sliding sleeve valve that opens to pass fuel upon proper engagement with the receiver and automatically closes upon disengagement.

9. Standard Fueling Receiver consists of a bellmouth and a quick-release attachment. The probe must lock in before fuel can be passed, and visual latch indicators are mounted on each side of the receiver to indicate proper engagement. When fueling is completed, the probe is disengaged by the receiving ship by operating the disengaging lever on the receiver (also see Emergency Breakaway). All Canadian vessels are equipped with single receivers and can receive fuel (F-76) by this method. (See Table CA2-1 for receiving positions.)

10. Swivel Arm Assembly (SAA) (Figure CA6-4) is bolted to the top of the receiver and attaches the receiver assembly to the highpoint in the receiving ship.

11. The Weak Link (Figure CA6-2) on the end of the support line is slipped over the open pelican hook of the quick-release attachment which is then secured by the shackle arm. The support line can then be tensioned and the probe can engage the receiver.

12. To Mate Receiver and Probe when fueling destroyers and frigates the catenary of the support line will allow the probe to ride down the support line under its own momentum. The probe must be stopped short of the receiver to prevent damage due to mating with excessive force. The final “free fall” is controlled by the saddle winch operator and must not be more than 4.5 meters. When fueling large ships where the catenary of the support line will not allow “free fall,” a hose messenger is used to haul the probe into the receiver.

13. Support Line Winches fitted in AOR 509/510 can be operated in either the autotension or manual speed modes. After the support line is connected and tensioned, the support line winch is normally operated in the autotension mode.

14. Saddle Winches control the lateral movement of the hose saddles beneath the tension support line. In AOR 509/510 the winches are controlled in manual speed or autotension mode.

CA6-2 CHANGE 1 ATP 16(D)/MTP 16(D)

15. Emergency Breakaway is completed as follows: the AOR will pull the probe out of the receiver by hauling in on number 4 saddle whip. The support line winch operator in the AOR will then veer the support line as rapidly as possible. Full tension will remain on the support line until the ram tensioner is fully extended and the support line operator must continue to veer until the support line has been disconnected in the receiving ship. As soon as it is clear that the support line is slack, it is then safe to disconnect the pelican hook at the receiving ship’s highpoint or receiver quick release attachment.

WARNING

Disconnecting the receiver pelican hook while the support line is in tension may cause serious injury to personnel in both receiving and delivering ships.

CA6-3 CHANGE 1 ATP 16(D)/MTP 16(D)

NATO 1 Nozzle

NATO 3 Nozzle

Probe Carrier

65 mm Hose

ire

Stress Wire

Hose 178 mm Double

No. 4 Saddle

No. 4 Saddle Recovery W

Wire Highline

Hose

Double

Saddles

ire

Saddle

No. 2 Saddle

Recovery W No.2&3

No. 3 Saddle

ires

Away P & S

No. 02 Deck

Lead of W To Allow Unobstructed Deck Cut

Monkey Plate

teel Blocks

406 mm S

Replenishment Starboard Side Fuel

inch

teel Blocks

No. 01 Deck

Connection To Deck

Level Lower

203 mm S

To Hand W

S.S. Sheaves 203 mm Dia Fixed

No. 4 Saddle

No. 1 Saddle Highline

Level Upper

Saddles 2&3 To Nos.

No. 3 Saddle

S.S. Sheaves 406 mm Dia Fixed

Figure CA6-1. General Arrangement for Replenishment at Sea (AOR 509/510 (Liquids)) (CA Specification)

CA6-4 CHANGE 1 ATP 16(D)/MTP 16(D)

Contour

Inside Jaw

Support Line

29 mm or 25 mm

Jaws

Shackle

Engage/Release Lever

(B) Engage (A) Release

Approx. 122 cm HFX Class Approx. 61 cm IRO Class

Support Line End Fitting

Weak Link

, Release Jaws,

19 mm Heavy Messenger

pan Wire between Jaws and Pull

Notes

Outboard

Towards Jaws. See (A)

Place S Lever Away from Jaws. See (B)

Passing the Support Line for Replenishment at Sea, Liquids.

1. To Release: Hold Lower Jaw and Push Lever

2. To Engage: Hold Lower Jaw

3. The Klein Chicago Gripper is Used when

Figure CA6-2. Klein Chicago Gripper (CA Specification)

CA6-5 CHANGE 1 ATP 16(D)/MTP 16(D)

TENSIONED SUPPORT LINE

SINGLE - DOUBLE PROBE CARRIER - SINGLE CONFIGURATION SHEAVE UPPER

TENSIONED SUPPORT LINE

SHEAVE PROBE LOWER TUBE

SINGLE PROBE CARRIER

Figure CA6-3. Single Probe Carrier

CA6-6 CHANGE 1 ATP 16(D)/MTP 16(D)

O OUTBOARD

TED SHACKLE

ELONGA FITTED T END OF TENSIONED SUPPORT LINE

PELICAN HOOK IN THE OPEN POSITION

SECURING POINTS FOR THE PROBE RECEIVER

ARM

PELICAN HOOK IN THE CLOSED POSITION

SHACKLE

’S

TO SHIP

SECURING POINT OF QRA HIGHPOINT

Figure CA6-4. Swivel Arm Assembly (CA Specification)

CA6-7 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

CA6-8 CHANGE 1 ATP 16(D)/MTP 16(D)

CHAPTER CA7 Transfer of Solids — Canada

CA0760 Solids Rigs

Note: The following paragraphs present details of CA rigs and procedures in addition to missile/cargo STREAM rig. Paragraph numbering does not therefore parallel that of Chapter 7.

CA0761 Tensioned Highline Automatic Transfer Rig

1. The winch system at all four transfer stations in AOR 509/510 (Figure CA7-1) employs three separate winches. One electrohydraulic winch, in conjunction with a ram tensioner, controls the tension of the support lines. The other two electrohydraulic winches fitted with tension transducers and position sensors (which monitor the position of the traveler block) operate the inhaul/outhaul line.

2. Rigging.

a. The single wire support line for AOR 509/510 has a length of 144 meters of 29 mm extra special flexible steel wire rope (ESFSWR). The support line working tension is 7,200 kg.

b. The inhaul/outhaul lines fitted are 13 mm ESFSWR with a length to accommodate ship separation distances up to 91 meters.

3. Flounder Plate (see Figure CA7-2).

a. The support line (highline) and the pelican hook assembly are passed to the receiving ship attached to the heavy messenger. Also attached to the heavy messenger is a light messenger, which is attached to the flounder plate. When the highline is received the pelican hook is attached to the receiving ship’s strongpoint and the highline is tensioned.

b. The flounder plate is allowed to slide down the highline with the receiving ship maintaining a light tension on the flounder plate messenger. Once the flounder plate is received, ensure there are no twists in the outhaul wire, and attach the snap hook on the bail of the pelican hook. The attached messenger will allow the receiving ship to pull the flounder plate across if necessary and to help prevent twists when passing and retrieving the gear.

c. When returning the flounder plate, the AOR will detension the outhaul/inhaul winches. The receiving ship will unhook the flounder plate and the AOR will haul over the flounder plate while the receiving ship maintains a light tension on the attached messenger. When the flounder plate is back, or as directed by the AOR, the messenger can be let go.

4. The traveler block (Figure CA7-3) travels between the ships on the tensioned support line. The traveler block can be controlled in a manual or automatic mode as desired by the operator and will support loads up to a maximum capacity of 1,350 kg with variable speeds up to 300 meters per minute. In the automatic mode, the traveler block will change speed to a lower landing velocity when it reaches a distance of 6.1 meters from the customer ship. Transfer speeds and landing speeds can be adjusted at the operator’s console.

CA7-1 CHANGE 1 ATP 16(D)/MTP 16(D)

5. The sliding block is fitted to the supplying ship’s goal post at each solids transfer station. When the traveler block is at the delivering ship, it can be lowered or raised by the sliding block so that cargo can be attached or removed from the traveler block.

6. The sliding padeye fitted to the kingpost of the receiving ship lowers the traveler block and the support line to the deck of the receiving ship to permit the up-hooking of loads from the traveler block. The eyeplate is then raised up the kingpost to its maximum height for transfer of traveler block back to the delivering ship.

7. The pelican hook assembly (Figure CA7-2) is fitted to the highpoint/strongpoint on the receiving ship’s NATO standard long link.

8. MKII Cargo Drop Reel (CDR) (see Figure 7-13).

a. Canadian AORs are also capable of delivering stores and ammunition to ships not equipped with a sliding padeye. This is accomplished by installing the CDR on the highline. When delivering to fixed padeyes, the CDR is used to lower cargo from the tensioned highline to the deck of the receiving ship. Loads weighing 400 to 5700 pounds can be transferred and lowered with the CDR. Loads weighing up to 150 pounds can be lifted from the deck by the drop reel for return to the AOR. An operator stationed in the load landing area of the delivery/receiving ship controls the CDR. The operator pulls a nylon lanyard to release the brake and lower the load. See tables below and Figure 7-22 for additional information (all measures approximate).

b. Weight:

ITEM WEIGHT (lb)

CDR and Cradle 810

CDR 650

Cradle 160

c. Lanyard size:

ITEM SIZE

Short Lanyard 15 ft

Long Lanyard 30 ft

Note: The 3-strand nylon line has a 3-inch circumference and a 1-inch diameter.

CA7-2 CHANGE 1 ATP 16(D)/MTP 16(D)

d. Capacity:

LOAD CAPACITY

Max Working Load on Hook 5700 lb

Min Load Lowering Capacity 400 lb

Lanyard Pull Force 50 lb

Note: The maximum drop distance is 30 ft.

e. Speed:

CONDITION SPEED

Drop Speed 120 ft/min (5700 lb on Hook)

Drop Speed 75 ft/min (500 lb on Hook)

Rewind Speed 75 ft/min (Empty Hook)

Rewind Speed 70 ft/min (100 lb on Hook)

CA0762 Retractable Kingpost and Sliding Padeye

1. The retractable kingpost (Figure CA7-4) is fitted on the forecastle of DDH 280 and HFX Class ships. HFX Class ships also have a bulkhead mounted sliding padeye port and starboard midships. The equipment will permit tensioned support line transfer of solid stores up to a maximum of 60 meters separation. The stores are lowered to the deck by means of the electrically powered sliding padeye. The maximum working load of the system is 1,750 kg. The maximum eyeplate/post tension is 9,000 kg.

2. The retractable kingpost can be raised and lowered by the use of the driving mechanism that is housed inside the post. When fully extended, the breech type locking device secures the post in position. The top is supported by four detachable stay wires to help support the post when the support line is in tension. HFX Class ships are fitted with two rigid backstays. The sliding padeye travels up and down the kingpost during the replenishment cycle. The kingpost assembly stows in a watertight compartment below deck level when not in use.

3. The sliding padeye is the securing point of the support line to the kingpost. The eyeplate moves up and down the kingpost during the replenishment cycle utilizing the same driving mechanism inside the post that erects and retracts the kingpost itself.

4. The sliding padeye fitted to the kingpost of the receiving ship lowers the traveler block and the support line to the deck of the receiving ship to permit the up-hooking of loads from the traveler block. The eyeplate is then raised up the kingpost to its maximum height for transfer of traveler block back to the delivering ship.

5. The pelican hook assembly (Figure CA7-2) is fitted to the highpoint/strongpoint on the receiving ship’s NATO standard long link.

CA7-3 CHANGE 1 ATP 16(D)/MTP 16(D)

ABLE

SLIDING PADEYE

FLOUNDER PLATE RETRACT KINGPOST

RECEIVING SHIP

PELICAN HOOK

LINE ONL

(QUICK RELEASE)

HOOK

TOR

LINE

LINE WINCH

O OUTHAUL

LINE

BLOCK

OUTHAUL

(TENSIONED)

TRAVELER

SUPPORT LINE

INHAUL SLIDING BLOCK ROPE ACCUMULA (FITTED T GOALPOST 3 DRUM CONTROL

OUTHAUL

LINE WINCH

INHAUL

DELIVERING SHIP

RAM TENSIONER

SUPPORT LINE WINCH

Figure CA7-1. Tensioned Highline Automatic Transfer Rig (CA Specification)

CA7-4 CHANGE 1 ATP 16(D)/MTP 16(D)

PELICAN HOOKS 38 mm MAX FOR NATO LINK

END FITTING

HIGHLINE

FLOUNDER PLATE

OUTHAUL LINE OUTHAUL LINE

Figure CA7-2. Flounder Plate (CA Specification)

CA7-5 CHANGE 1 ATP 16(D)/MTP 16(D)

LINE

OUTHAUL

CARGO HOOK

SHEAVES

LINE Note: Traveler block is used with the tensioned highline automatic transfer rig.

INHAUL

LINE

SUPPORT

TENSIONED

Figure CA7-3. Traveler Block (CA Specification)

CA7-6 CHANGE 1 ATP 16(D)/MTP 16(D)

HELICOPTER DESTROYER 280 CLASS

STAY INITIAL RIGGING LINE TO FITTINGS SECONDARY ATTACHMENT POINT

SUPPORT LINE SLIDING HIGHPOINT PADEYE

STAYWIRES STAYWIRES

KINGPOST EYEPLATE IN NORMAL OPERATING POSITION

LOWER MANUAL BREECH NUT OPERATING STATION OPERATING NUT WATERTIGHT HATCH AUTOMATIC BREECH SAFETY LOCK DECK DECK

DECK FITTING TRUNK

SHIPS TRUNKING

BREECH MOTOR REPLENISHMENT POST REPLENISHMENT POST STOWED ERECTED

Figure CA7-4. Retractable Kingpost and Sliding Padeye (CA Specification)

CA7-7 CHANGE 1 ATP 16(D)/MTP 16(D)

FORWARD

KINGPOST

SLIDING PADEYE

BACKSTAY

REMOTE CONTROL REMOTE CONTROL

SLIDING PADEYE

DECK

TRUNK

BULKHEAD MOUNTED SLIDING PADEYE

RETRACTABLE KINGPOST

Figure CA7-5. Bulkhead Mounted Sliding Padeye and Retractable Kingpost and Sliding Padeye (HFX Class) (CA Specification)

CA7-8 CHANGE 1 ATP 16(D)/MTP 16(D)

ANNEX CA9B VERTREP Equipment — Canada

0902B Canada

1. Aircraft Cargo Hooks. The Canadian Forces (CF) use a medium class of cargo hook, shown in Figure CA9B-1, on their light- and medium-weight helicopters. A heavier class of hook, used on the CH-147 (Chinook) helicopter, has dimensions which agree with the minimum and maximum of the NATO agreement. The CF does not use the strop type of helicopter cargo hook.

NOTE

The CF CH-124 (Sea King) helicopter is not equipped with a fixed cargo hook. When load slinging is required, a 4.6 meter, specially manufactured, cargo sling is mated to the helicopter’s haul-down system. The safe working load (SWL) of the complete system is 2,250 kg. The sling hook is of a commercial design and the overall dimensions will be compatible with the types and sizes of attachment devices required to connect loads to the hook. Release of the load can only be done manually, unless the load is released from the helicopter end.

B A

C D

DIMENSION CENTIMETERS

A 2.54 MIN

B 6.35 MAX

C 3.81 MIN

D 4.45 MAX

Figure CA9B-1. Medium Cargo Hook

CA9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

2. Pendants and Slings. The CF uses the steel wire rope pendant shown in Figure CA9B-2. Fig- ure CA9B-3 provides the CAF 11,250 kg nylon rope swivel pendant.

a. For slinging systems, it is generally agreed that the system must have an ultimate minimum strength of 4.3 g’s in the vertical direction. The CF uses/provides a safety factor of 5 to 1 in all components of the slinging system. The maximum lifting capability of the system is established for CF at 2,250 kg for the CH-124 (Sea King) and 1,350 kg for the CH-135 helicopter.

DIMENSION CENTIMETERS DIMENSION CENTIMETERS

A 6.35 MIN A 6.35 MIN

B 4.45 MIN B 4.45 MIN

C 2.54 MAX C 5.54 MAX

Figure CA9B-2. CF Steel Wire Rope Pendant Figure CA9B-3. CAF 11,520 kg Nylon Rope Pendant

CA9B-2 ORIGINAL ATP 16(D)/MTP 16(D)

3. Cargo Rings, Stirrups, and Shackles. See Figure CA9B-4.

STIRRUP

DIMENSIONS CENTIMETERS

A 6.35 MIN

B 4.45 MIN

C 2.54 MAX

RING

DIMENSIONS CENTIMETERS

A 6.35 MIN

B 4.45 MIN

C 2.54 MAX

SHACKLE

DIMENSIONS CENTIMETERS

A 6.35 MIN

B 4.45 MIN

C 2.54 MAX

Figure CA9B-4. Cargo Rings, Stirrups, and Shackles

CA9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

4. Nets and Pallets. The CF utilizes mainly steel cable mesh nets with capacity ranges of 1,125 kg, 2,250 kg, and 4,500 kg. Dimensions and associated equipment are given in Table CA9B-1. Nets manufactured from nylon and other synthetic materials are also available in ranges of 1,350 kg and 4,500 kg. The CF does not have in its inventory a particular pallet used for slinging with a net or for any other slinging purpose.

Table CA9B-1. Cargo Nets

TYPE BOX NET OCTAGON NET BOX NET CAPACITY 1,125 kg 2,250 kg 4,500 kg DIMENSIONS 1.83 meters X 2.44 meters 1.27 meters X 1.52 meters X 1.73 meters X 1.73 meters 1.77 meters WEIGHT 9.5 kg 16 kg 25 kg ASSOCIATED 2 or 4 Leg Steel Cable Sling, 4 Leg Steel Cable Sling, 4 Leg Double Strand Steel EQUIPMENT Minimum Capacity of 4,500 kg Capacity of 9,000 kg Cable Sling, SWL 18,000 kg

CA9B-4 ORIGINAL CHILE INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER CH2 Scheduling Replenishment at Sea — Chile

CH0230 Chilean Rigs

See Table CH2-1.

CH0240 Chilean Ships

See Table CH2-2 and Figures CH2-1 and CH2-2 .

CH2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table CH2-1. Rigs Used by Chile

CHILE FUEL RIGS TRANSFERRING SOLIDS AND PERSONNEL Heavy Light Tensioned Span Wire Astern Burton Housefall Ship Type or Class Jackstay Jackstay Highline Frigate R R-D LEANDER Class Destroyer R R-D COUNTY Class

Code: R — Receive D — Deliver

Notes: Rigs receive and/or deliver Port or Starboard unless otherwise noted.

CH2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table CH2-2. Chilean Ship-Specific Data

Ship Class PFG DLH

Length of Ship (meters) 113 158

Beam (meters) 13.3 16.3

Mean Draught (meters) 13.5 20

Full Load Displacement 3,270 6,370 (metric tons)

Full Speed (knots) 28 30

Economical Speed (knots) 14 14

RAS Speed (knots) 12 14

Height of RAS Point from 7.3 10 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil Not Available Not Available

Diesel Not Available Not Available

Water Not Available Not Available

AVCAT 10 4.1

Adaptor Type:

Lub. Oil Not Available Not Available

Diesel Elbow Probe (M450-1) Elbow Probe (M450-1) NATO Stock 0249/525-7297 NATO Stock 0249/525-7297

Water 2¾-inch Quick Coupling (Male/Female) 2¾-inch Quick Coupling (Male/Female)

AVCAT Not Available Not Available

CH2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

371 305 118 59 0

113 93 36 18 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class LEANDER (FFG) Name of Ship PFG CONDELL 06 PFG ZENTENO 08 Type Nom du Bâtiment PFG LYNCH 07

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 3.7 59.6 Capacité Tonne Mètrique (m3) 668 120

Maximum Rate of Pumping by Hose Ton (m3)/hr 100 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 0.25 t Poste de Ravitaillement (Solides) 1t

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure CH2-1. LEANDER

CH2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE 518 443 190 89 0 FROM BOW

158 135 58 27 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class PRAT (DDG) Name of Ship DLH PRAT 11 DLH BLANCO 14 Type Nom du Bâtiment DLH COCHRANE 12

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 26 103 Capacité Tonne Mètrique (m3) 857 150

Maximum Rate of 200 13.6 Pumping by Hose Ton (m3)/hr 200 10 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 0.25 t Poste de Ravitaillement (Solides) 1t

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure CH2-2. PRAT

CH2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

CH2-6 CHANGE 1 DENMARK INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER DA1 Concept of Replenishment at Sea — Denmark

DA0131 Planning Factors

Fuel and ammunition may not be received simultaneously in DA vessels under any circumstances unless there is an imminent operational necessity and then only with the approval of the OTC. When transfer is approved, a distance of 18 meters is to be maintained between the reception points.

DA1-1 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

DA1-2 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER DA2 Scheduling Replenishment at Sea — Denmark

DA0230 Danish Rigs

See Table DA2-1.

DA0240 Danish Ships

See Figure DA2-1.

DA2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table DA2-1. Rigs Used by Denmark (Sheet 1 of 2)

DENMARK FUEL RIG

Crane or Small Close In Large Derrick Span Wire Astern Ship Type or Class Derrick

Frigate THETIS Class BESKYTTEREN Class

Corvette RR NIELS JUEL Class

Minelayer FALSTER Class LINDORMEN Class

Patrol Craft/Missile Boat/Minehunter FLYVEFISKEN Class

Torpedo Boat WILLEMOES Class

Minesweeper R SUND Class

Submarine TUMLEREN Class NARHVALEN Class

Fleet Oiler FAXE Class

Code: R — Receive D — Deliver

Note: All rigs are both port and starboard unless otherwise noted.

DA2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table DA2-1. Rigs Used by Denmark (Sheet 2 of 2)

DENMARK TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Class Highline Jackstay Highline Jackstay Highline

Frigate THETIS Class R-D BESKYTTEREN Class

Corvette NIELS JUEL Class R-D

Minelayer FALSTER Class R-D LINDORMEN Class

Patrol Craft/Missile Boat/Minehunter FLYVEFISKEN Class

Torpedo Boat WILLEMOES Class

Minesweeper R-D SUND Class

Submarine TUMLEREN Class NARHVALEN Class

Fleet Oiler FAXE Class

Code: R — Receive D — Deliver

Note: All rigs are both port and starboard unless otherwise noted.

DA2-3 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class FAXE Name of Ship RIMFAXE A558 SKINFAXE A559 Type Nom du Bâtiment

Liquids Replenishment Station Remarks: Poste de Ravitaillement (Liquides) 1. Only equipment on board for 65 mm hose and only for Capacity Metric Ton (m3) 1,000 m3 delivering to ship when Capacité Tonne Mètrique (m3) moored abeam. 2. 65 mm hose to aft end for fueling small craft under tow.

Maximum Rate of 100 m3/hr 300 m3/hr Ship Data: Pumping by Hose with 65 mm hose with 150 mm hose 3 Length 53 meters Ton (m )/hr Breadth 10.13 meters Débit Maximum Par 3 Draught 2.83 meters Manche Tonne (m /hr) Speed 10 knots

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure DA2-1. FAXE Class

DA2-4 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX DA9B VERTREP Equipment — Denmark

0903B Denmark

1. Aircraft Cargo Hooks. See Figure DA9B-1.

2. Pendants and Slings. See Figures DA9B-2 and DA9B-3.

3. Cargo Rings, Stirrups, Shackles. See Figure DA9B-4.

4. Nets and Pallets. See Figure DA9B-5.

DIMENSION CENTIMETERS

A 2.8

B 6.3

C 2.5

D 3.8

Figure DA9B-1. Cargo Hook

DA9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

DIMENSION

A 5.8 cm

B 3.2 cm

C 1.9 cm

D 10.5 cm

E 6.0 cm

F 7.0 cm

G 15.5 cm

H 5.6 cm

I 4.5 cm

J 2.6 cm

Figure DA9B-2. Cargo Pendant (33 cm)

DA9B-2 ORIGINAL ATP 16(D)/MTP 16(D)

DIMENSION

A 9.0 cm

B 10.0 cm

C 1.9 cm

Figure DA9B-3. Cargo Sling (2.4 meters)

DA9B-3 ORIGINAL ATP 16(D)/MTP 16(D) AB 15.2 7.6 C 1.9 DIMENSION CENTIMETERS AB 6.0 4.3 CD 1.7 1.9 DIA DIMENSION CENTIMETERS

Figure DA9B-4. Cargo Ring and Shackle

DA9B-4 ORIGINAL ATP 16(D)/MTP 16(D)

340 cm

LOAD

1380 kg

SAFE WORKING

Figure DA9B-5. Cargo Net (2.9 meters)

DA9B-5 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

DA9B-6 ORIGINAL FRANCE INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER FR2 Scheduling Replenishment at Sea — France

FR0230 French Rigs

See Table FR2-1.

FR0240 French Ships

See Figure FR2-1.

FR2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table FR2-1. Rigs Used by France (Sheet 1 of 2)

FRANCE FUEL RIG

Crane or Small Ship Type or Close In Large Derrick Span Wire Astern Class Derrick Oilers MEUSE R R - D (1) D (2) Carriers D R R R Helicopter Carrier D - R R R R Guided Missile R RRR Cruisers Frigates R R R R Destroyers R R R R Avisos R R R R LSM (BATRAL) R R R (2), R (3) Minesweepers R

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard, except carriers (starboard only).

(1) Double hose with probe on portside. (2) Quick release coupling. (3) NATO hose coupling only.

Hose Coupling Receiving Ships: Abeam: Probe — NATO — Quick Release Mk II. Astern: Quick Release Mk II — NATO (A-End). Heavy Loads: Maximum weight 1.7 metric tons. Light Loads: Maximum weight 300 kg.

FR2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table FR2-1. Rigs used by France (Sheet 2 of 2)

FRANCE TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Highline Jackstay Highline Jackstay Highline Class

Oilers MEUSE R - D D

Carriers R (1) R R - D R

Helicopter Carrier R R - D R

Guided Missile Cruisers R R - D R (2)

Frigates R R-D R Destroyers R R-D R Avisos R-D

LSM (BATRAL) D

Minesweepers

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard, except carriers (starboard only).

(1) Maximum weight 3 metric tons. (2) Sliding padeye.

Hose Coupling Receiving Ships: Abeam: Probe — NATO — Quick Release Mk II. Astern: Quick Release Mk II — NATO (A-End). Heavy Loads: Maximum weight 1.7 metric tons. Light loads: Maximum weight 300 kg.

FR2-3 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class PR/BCR Name of Ship MEUSE A607 MARNE A630 Type Nom du Bâtiment VAR A608 SOMME A631

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 5,500 1,300 m3 Capacité Tonne Mètrique (m3) 2,800 150

Maximum Rate of 680 m3/hr Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides) 1.7 T

Capacity Metric Ton (m3) 370 Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage 0.5T Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure FR2-1. MEUSE

FR2-4 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER FR6 Transfer of Liquids — France

FR0600 Transfer of Liquids

FR0611 Abeam Fueling

See Figures FR6-1 through FR6-4.

FR0612 Astern Fueling

See Figures FR6-5 through FR6-8.

FR0675 Fueling Rigs

RAS rigs used by France and listed in Table FR2-1 are similar to those used by the Canadian Navy.

FR6-1 ORIGINAL ATP 16(D)/MTP 16(D)

EYE- PLATE

SWIVEL ARM

RECEIVER RECEIVER HOUSING HOSE

SWIVEL JOINT

PELICAN HOOK

MESSENGER FAIRLEAD BLOCK

LINE

SUPPORT LINE END FITTING

RECEIVER BELL MOUTH

RELEASE LANYARD

MANUAL RELEASE LEVER

MESSENGER OUTHAUL

PROBE

TING LINE

LATCHING MECHANISM

MESSENGER/REMA ATTACHMENT HOOK

TRAVELER BLOCK (PROBE TROLLEY) ASSEMBL

PROBE TUBE

SUPPORT LINE

STRESS WIRE

Figure FR6-1. NATO 1, 178 mm, Abeam, Fuel, Probe and Probe Receiver

FR6-2 ORIGINAL ATP 16(D)/MTP 16(D)

SPANWIRE STENCIL WEAK-LINK MARKS END FITTING FOR 19 mm AND 22 mm SPANWIRE ATTACHMENT POINT FOR EASING-OUT LINE

NOTE: STENCIL MARKS INDICATE APPROPRIATE SIZE (DIA- METER) OF WIRE ROPE

Figure FR6-2. Spanwire End Fitting for NATO 1 Probe Fueling Rigs

FR6-3 ORIGINAL ATP 16(D)/MTP 16(D)

ATTACHMENT

TING LINE

REMATING LINE/MESSENGER HOOK WITH REMA

REMATING LINE

Figure FR6-3. Securing the Hose

FR6-4 ORIGINAL ATP 16(D)/MTP 16(D)

Figure FR6-4. NATO 3, 65 mm, Abeam, Fuel, Receiving Adaptor (Left) and Delivery Nozzle (Right)

FR6-5 ORIGINAL ATP 16(D)/MTP 16(D)

SWIVEL HOOK

WIRE PENDANT GRAPNEL LINK HOSELINE SWIVEL

Metal Spout Float Assembly

SPOUT FLOA

Figure FR6-5. Float Used in Astern Fueling

FR6-6 ORIGINAL ATP 16(D)/MTP 16(D)

Securing Clamp

4.57 m HOSE

2.9 m

Bridle

ASSEMBLIES

RING AND LINK

1.05 m

1.83 m

CAP

PROTECT

HOSE

HOSELINE

PENDANT

Figure FR6-6. Hose End Arrangement for Astern Fueling

FR6-7 ORIGINAL ATP 16(D)/MTP 16(D)

AIR VALVE

Air Valve

CONICAL CAP

DROP BOLT

(b) Conical Cap with

GASKET

SPOOL COUPLING

MODIFIED B-END OF BREAKABLE

(a) Standard Conical Cap

Figure FR6-7. Conical Caps as Fitted to Astern Fueling Rigs

FR6-8 ORIGINAL ATP 16(D)/MTP 16(D)

ire Rope

Adapter Clamp

Adapter

ire Rope

Securing

Anchor Safety

ype 1

ireRope6x37

ASSEMBL

Swivel 12 mm Dia W Thimble - for 12 mm W Wire Rope Clamp for 12 mm Dia W Wire Rope Socket for 12 mm Dia W Flounder Plate - 12 mm thick Securing Link - 16 mm Dia Rod Pear-shaped Link - 25 mm Dia Rod Shackle - 12 mm 12 mm Chain - T 12 mm Rivet Link 16 mm Pear-shaped Rivet Link

(Approx. 5.5 meters) HOSE BRIDGE

pool Coupling

13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24.

HOSE RIG MESSENGER (Approx. 94 meters)

ire Rope

Conical Cap on Modified B-end of Breakable S

Anchor Safety

FLOAT ASSEMBL (Approx. 3.3 meters)

ireRope6x37

k-3T

13 mm Dia W

Thimble - for 13 mm W Wire Rope Clamp for 13 mm Dia W Shackle - 16 mm Jaw End Swivel 19 mm Size Grapnel Swivel Hoo

Link 94 meter Messenger - 60 mm Double-Braided Nylon Rope Link - 25 mm Dia Rod Shackle - 19 mm Thimble for 20 mm Dia Nylon Rope

1. 2. 3. 4. 5. 6. 7. 8. 9.

11.

10.

12.

Spout-Type Float (Messenger Body)

Figure FR6-8. Float Assembly, Hose Rig Messenger, and Hose Bridle Assembly (US Specification)

FR6-9 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

FR6-10 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER FR7 Transfer of Solids — France

FR0700 Transfer of Solids.

See Figure FR7-1.

FR0770 Solids Rigs

All ships are using wire and manila support lines according to Table FR2-1. Future replenishment ships will use tensioned support line.

FR7-1 ORIGINAL ATP 16(D)/MTP 16(D)

MK II

CARGO DROP REEL 2585 kg CAPACITY

SAFETY CHAIN CABLE (LOWERING POSITIVE LOAD) LOCK PIN

CABLE DROP REEL HOOK LANYARD

Figure FR7-1. Cargo Drop Reel

FR7-2 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX FR9B VERTREP Equipment — FRANCE

0904B France

1. Aircraft Cargo Hooks. France uses five different conforming models of aircraft cargo devices: two hook types used for the Dauphin and Panther (shown in Figure FR9B-1) and three strap types (shown in Figure FR9B-2). All five are operated with a hand release lever.

C A

DIMENSION CENTIMETERS

A 2.5

B 3.7

C 1.4

Figure FR9B-1. Cargo Hook (Hook Type) Dauphin (SA365)/ Panther (AS565) (FR)

FR9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

MODEL SIREN 240B SIREN 90B SIREN 21A

HELICOPTER SUPER FRELON ALOUETTE III ALOUETTE II SA-321 SA-316, SA-319B SE-313B

DIMENSION

A 12.5 cm 12.5 cm 12.5 cm

B 4.0 cm 4.0 cm 2.0 cm

Figure FR9B-2. Cargo Hook (Strap Type)

2. Pendants and Slings. France uses three different nonconforming models of sling. The dimensions and capacities of each are shown in Figure FR9B-3.

3. Cargo Rings, Stirrups, and Shackles. Not in use in the French Navy.

4. Nets and Pallets. France uses two sizes of net. The capacities and dimensions of each are shown in Table FR9B-1.

FR9B-2 ORIGINAL ATP 16(D)/MTP 16(D)

MODEL 321A860044041 AS62 800-300-22

HEIGHT 5.3 meters 4.5 meters 1.2 meters

A 10.0 cm 7.7 cm 4.2 cm

DIMENSION B 5.0 cm 2.4 cm 2.0 cm

C 3.3 cm 1.0 cm 1.3 cm

CAPACITY 4,500 kg 1,100 kg 750 kg

Figure FR9B-3. Cargo Slings

FR9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

Table FR9B-1. Cargo Nets

NET SIZE 3 X 3 meters 5 X 5 meters

LOADS Loose Cargo Loose Cargo HANDLED

CAPACITY 1,500 kg 2,000 kg

LENGTH 3 meters 5 meters

WIDTH 3 meters 5 meters

WEIGHT 10 kg 40 kg

ASSOCIATED Hoist Slings AL II, AL III, Hoist Slings SA-321 EQUIPMENT WG-13

FR9B-4 ORIGINAL GERMANY INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER GE2 Scheduling Replenishment at Sea — Germany

GE0230 German Rigs

See Table GE2-1.

GE0240 German Ships

See Figures GE2-1 through GE2-5.

GE2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table GE2-1. Rigs Used by Germany (Sheet 1 of 2)

GERMANY FUEL RIG

Crane or Small Close In Large Derrick Span Wire Astern Ship Type or Derrick Class

Oilers class: RHÖN R R-D(4) R-D R (3) D (1) (2) WALCHENSEE R R-D(1) R R (3) R

Combat Stores Ship (AFS) Class: GLÜCKSBURG R (2) R (2) - R (3) - R (2) R-D(1) FREIBURG D (2) (4) D (2) (3)

Cargo Ship (Naval) (AK) Class: WESTERWALD RRRRR

Frigate Class: BREMEN R R R R (3) R BRANDENBURG R R R R (3) R

Destroyer Class: LÜTJENS RRRRR

Tender Class: ELBE R - D (1) (2)

Minesweepers and Minehunters R (1)

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) NW 65 only. (2) One dispensing point starboard or port only. (3) One ton deliver and/or highest tension at highpoint 80 KN. (4) Close-in method possible. Change of rigs needs approximately 4 hours.

GE2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table GE2-1. Rigs Used by Germany (Sheet 2 of 2)

GERMANY TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Highline Jackstay Highline Jackstay Highline Class

Oilers class: RHÖN R (2) R (2) R - D (1) R R (2) WALCHENSEE R (2) R R

Combat Stores Ship (AFS) Class: GLÜCKSBURG R (1) (2) - R (1) (2) R (1) (2) - R (1) R (1) (2) - FREIBURG D (1) (2) D (1) (2) D (1) (2)

Cargo Ship (Naval) (AK) Class: WESTERWALD R - D (1) (2) R (2) R - D (2) R (1) R - D (1) (2)

Frigate Class: BREMEN R R R-D R R BRANDENBURG R R R-D R R

Destroyer Class: LÜTJENS R R R R - D R R

Tender Class: ELBE

Minesweepers and Minehunters

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) One dispensing point starboard or port only. (2) One ton deliver and/or highest tension at highpoint 55 KN. (3) Close-in method possible. Change of rigs needs approximately 4 hours.

GE2-3 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class AO Name of Ship SPESSART A1442 RHON A1443 Type Nom du Bâtiment

Liquids Replenishment Station Rigs for Liquids (Liquides) Poste de Ravitaillement (Liquides) Large Derrick Astern Fueling (65 mm)

Capacity Metric Ton (m3) 10,650 m3 170 m3 Lubrication Oil: Capacité Tonne Mètrique (m3) 871 m3 170 m3 O-274 25 drums O-250 15 drums

Maximum Rate of 400 m3/hr NW 150 120 m3/hr 50 m3/hr Pumping by Hose Remarks: Ton (m3)/hr 50 m3/hr NW 65 50 m3/hr Only breakable-spool Débit Maximum Par coupling (150 mm hose) Manche Tonne (m3/hr)

Solids Replenishment Station Rigs for Solids (Solides) Poste de Ravitaillement (Solides) Manila Highline

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure GE2-1. SPESSART Class A1442 (AO)

GE2-4 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class AOL Name of Ship WALCHENSEE A1424 TEGERNSEE A1426 Type Nom du Bâtiment AMERSEE A1425 WESTENSEE A1427

Liquids Replenishment Station Rigs for Liquids (Liquides) Poste de Ravitaillement (Liquides) Small Derrick

Capacity Metric Ton (m3) 1,200 m3 Lubrication Oil: Stowage Capacity of Oil 3 Drums: 380 ea Capacité Tonne Mètrique (m ) O-270 10 drums 60 m3 O-250 10 drums

Maximum Rate of 400/60 m3/hr Remarks: Pumping Rate Pumping by Hose Abeam by Hose 150 mm Ton (m3)/hr 2 X 200 m3/hr Débit Maximum Par Manche Tonne (m3/hr)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure GE2-2. WALCHENSEE Class A1424 (AOL)

GE2-5 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class AK Name of Ship WESTERWALD A1435 ODENWALD A1436 Type Nom du Bâtiment

Liquids Replenishment Station Rigs for Solids (Solides) Poste de Ravitaillement (Liquides) Manila Highline Wire Highline

Capacity Metric Ton (m3) 1,490 AMMUNITION Capacité Tonne Mètrique (m3)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure GE2-3. WESTERWALD Class A1435 (AK)

GE2-6 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class AFS Name of Ship GLÜCKSBURG A1414 Type Nom du Bâtiment

Liquids Replenishment Station Rigs for Liquids (Liquides) Poste de Ravitaillement (Liquides) Span Wire Close In (65 mm) Astern Fueling (65 mm)

Capacity Metric Ton (m3) 840 m3 Lubrication Oil: Remarks: Capacité Tonne Mètrique (m3) Rigs Normally Tackled — 131 m3 O-274 12 drums Wire Highline Station 3 Fuel Oil Dieso Station 2 Maximum Rate of 2 X 100/50 m3/hr By Hose 65 mm By Hose 150 mm 2 pumps Pumping by Hose 50 m3/hr each 100 m3/hr Ton (m3)/hr Remarks: Débit Maximum Par Only breakable-spool Manche Tonne (m3/hr) coupling (150 mm hose)

Solids Replenishment Station Rigs for Solids (Solides) Poste de Ravitaillement (Solides) Manila Highline Wire Highline

Capacity Metric Ton (m3) 248/2000 AMMUNTION 100 SOLIDS Capacité Tonne Mètrique (m3)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure GE2-4. GLÜCKSBURG Class A1414 (AFS)

GE2-7 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class AFS Name of Ship FREIBURG A1413 Type Nom du Bâtiment

Liquids Replenishment Station Rigs for Liquids (Liquides) Poste de Ravitaillement (Liquides) Span Wire Close In (65 mm) Astern Fueling (65 mm) Capacity Metric Ton (m3) 712 m3 131 m3 Lubrication Oil: 3 Capacité Tonne Mètrique (m ) O-274 12 drums 202 m3

Maximum Rate of 2 X 100/50 m3/hr By Hose 150 mm 2 pumps Remarks : Pumping by Hose each 100 m3/hr Rigs Normally Tackled — 3 Ton (m )/hr By Hose 65 mm 50 m3/hr Wire Highline Station 3 Débit Maximum Par By Hose 65 mm Fuel Oil Dieso Station 2 Manche Tonne (m3/hr) 50 m3/hr Fuel Aviation Station 2 Only breakable-spool coupling (150 mm hose)

Solids Replenishment Station Rigs for Solids (Solides) Poste de Ravitaillement (Solides) Manila Highline Wire Highline

Capacity Metric Ton (m3) 291 AMMUNITION 100 SOLIDS Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Platform Hélicoptères Capacity Plateforme pour 0 Capacité Maximum de Hélicoptère Levage

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure GE2-5. FREIBURG Class A1413 (AFS)

GE2-8 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER GE6 Transfer of Liquids — Germany

GE0680 Abeam Fueling Methods

Note: The following paragraphs present details of GE rigs and procedures used in lieu of fuel STREAM rig. Paragraph numbering therefore does not parallel that of Chapter 6.

GE0681 Spanwire Rig

The German spanwire rig (Figure GE6-1) corresponds to the US type (see US national section) but includes the following variations:

a. The transfer hose consists of the following sections:

3 x 15 meter (pressure hose)

4 x 6 meter (suction hose)

b. The hose is hooked only to the outboard saddles with traveler blocks on the support line. The hose end with hose end rig is attached to the hose line only during transfer of rig using manila straps and is clear of the support line during fueling.

c. Only one riding line is used.

GE0682 Close-In Rig

The German close-in rig (Figure GE6-2) corresponds to the US type (see US national section). One inboard saddle and one riding line, however, are used. Hose lengths are the same as used with the German spanwire rig.

GE0683 Large Derrick Rig

The German large derrick rig corresponds to the UK type (see UK national section) with regard to the rigging. The hose lengths are different and arranged as follows:

2 x 6 meter suction hose

1 x 6 meter suction hose

1 x 15 meter pressure hose

75 meter total length

GE6-1 ORIGINAL ATP 16(D)/MTP 16(D)

RECEIVING SHIP

Support Line Highpoint

Pelican Hook

Support Line

Hose Clamp

Hose Double Clamp

Traveler Block

Outboard Saddle Whip

Transfer Hose NW 65

Recovery Line

Transfer Hose NW 150

Outboard Saddle

Inboard Saddle Line

To Main Winch

inch

Inboard Saddle

(Constant Tension)

inch

DELIVERING SHIP

To Auxiliary W

To Secondary W (with Tension Limit)

To Secondary Winch

Figure GE6-1. Spanwire Rig (GE Specification)

GE6-2 ORIGINAL ATP 16(D)/MTP 16(D)

RECEIVING SHIP

Double Hose Clamp

Hose Clamp

Recovery Line

Outboard Saddle

Outboard Saddle Whip

Inboard Saddle Whip

Transfer Hose N

Inboard Saddle

inch

DELIVERING SHIP

ension Limit)

To Auxiliary W

To Secondary W (with T

Secondary W

Figure GE6-2. Close-In Rig (GE Specification)

GE6-3 ORIGINAL ATP 16(D)/MTP 16(D)

GE0684 Astern Fueling Methods

Two astern replenishment methods are available: the float method and the gunline method. The float method corresponds to the UK system (see UK national section). However, the gunline method is preferred. Tables GE6-1 and GE6-2 summarize the procedures.

GE0685 Gunline Method

1. The gunline method has been devised for use by ships fitted with fixed sonar domes. The chief differences between this method and the float method are:

a. The float and grapnel are not fitted to the hose line and it is essential to use the hose recovery wire.

b. The hose line is passed from the receiving ship to the tanker by gunline and messenger. The receiving ship provides the gunline and hose line and the tanker provides the messenger.

c. The method of disengaging is by sliprope and the hose line is retained in the receiving ship.

2. Streaming the Hose (see Figure GE6-3).

a. The bridge marker buoy is streamed to the appropriate distance.

b. The hose is streamed in a bight with the recovery wire hove in on the tanker’s quarter rollers for access to the bridle ring.

3. Rigging the Receiving Ship. The arrangements for rigging the forecastle of the receiving ship are shown in Figure 6A-23. In addition, the receiving ship provides the gunline and the hose line (100 meters of 28 mm manila).

4. Passing and Securing the Rig (see Figure GE6-3).

a. The receiving ship fires the gunline to which the tanker attaches the messenger. The messenger is hauled across to the receiving ship.

b. The hose line hard eye and shackle are hauled across to the tanker’s quarter and shackled to the bridle ring.

c. The tanker veers the easing-out/recovery wire as soon as the hose line has been attached, so that the hose end drops aft on the tanker’s quarter.

d. The receiving ship takes down the slack on the hose line as the easing-out/recovery wire is veered, but no weight is taken on the hose line and no attempt is made to bring the hose inboard until the ship is on station with the marker buoy.

e. When the hose comes inboard, the link on the bridle ring is secured to the spring hook of the hose hanging pendant.

f. The protector cap can now be removed from the hose end, the hose connected to the fueling connection, and pumping commenced. When pumping starts, the hose line is unshackled and the sliprope is rigged.

GE6-4 ORIGINAL ATP 16(D)/MTP 16(D)

Table GE6-1. Gunline Method — Passing the Gear

DELIVERING SHIP RECEIVING SHIP 1. Hoist flag Romeo close up when ready for receiv- 1. Hoist flag Romeo close up when commencing ing ship to approach. approach. 2. Close the quarter on the side from which hose will be passed. 2. Pass hose line by a gunline and messenger to re- 3. Bring the hose line to the capstan but do not heave ceiving ship. in. 4. Drop back until in station on the marker buoy. 5. Heave in the hose line. This should not be done until 3. Veer hose recovery line as soon as escort has the in station on the marker buoy in order to prevent ex- hose line on board. cessive strain on the hose or hose line. 4. Haul down flag Romeo when receiving ship’s flag 6. Haul down flag Romeo when hose is on deck. Romeo is hauled down. 7. Hang hose by the hose hanging link on the ship, and rack hose line on the capstan as a preventer. 8. Remove conical cap and connect up the hose. 5. Acknowledge customer ship’s signal to start 9. Signal supplying ship to start pumping. pumping. 6. Start pumping and hoist flag Bravo. 10. Hoist flag Bravo when oil starts to flow.

5. Disengaging the Astern Hose.

a. When within about 8 tons of the required amount of fuel, the receiving ship signals “Stop pumping.” The tanker stops pumping and clears the hose by blowing through, which takes 5 minutes. The receiving ship orders “Blow through” and “Stop blow through.”

b. The shut-off valve is now closed, the hose disconnected, and the protector cap replaced on the hose.

c. The sliprope is hove in and the hose securing pendant slipped. The sliprope is then surged until the hose end is clear of the roller fairlead.

d. The signal is given for the tanker to heave in. When the easing-out/recovery wire begins to take the weight, the sliprope is surged until the hose end is in the water and the sliprope is then cut.

e. The receiving ship drops astern and recovers the sliprope while the tanker heaves in on the recovery wire until the bridle ring is back on her quarter ready for the next ship.

GE6-5 ORIGINAL ATP 16(D)/MTP 16(D)

Table GE6-2. Gunline Method — Disengaging

DELIVERING SHIP RECEIVING SHIP 1. Hoist flag Prep at the dip 15 minutes before time of expected completion of fueling. 3 1. Stop pumping, on receipt of signal from 2. When within about 8 tons (8 m ) of the desired amount of customer ship. fuel, signal “Stop pumping” to leave room for the 2 to 3 tons (2 to 3 m3) of fuel left in the hose to be blown to the 2. Blow through hose with compressed air. customer ship by compressed air. 3. On receipt of signal, stop blowing through. 3. When hose is clear of oil, signal “Stop blowing through.” 4. Haul down flag Bravo. 4. Haul down flag Bravo. 5. Hoist Prep close up. 5. When conical cap has been replaced, inflate 6. Disconnect hose and replace conical cap. Signal deliver- hose. ing ship when cap is replaced. 7. Take weight on the hose line by capstan. 8. Slip the hose hanging link. 6. Heave in the hose recovery line as soon as 9. Veer the hose line. the receiving ship begins to veer the hose 10. Close the quarter of the delivering ship. line. This will avoid undue strain on the 11. Pass hose line and messenger back to delivering ship by hose line and enable the receiving ship to the gunline. Or, if ordered, the hose line may be passed begin coming ahead at the earliest possible by gunline and messenger to the next receiving ship to moment. be fueled. 7. Pass gunline to receiving ship and recover hose line. Or, if another receiving ship is waiting to fuel, delivering ship may request that the gunline and messenger be passed directly to it by the receiving ship disengaging. In this case the delivering ship does not heave in the hose recovery line, but after inflating the hose awaits new receiving ship to signal, “Start pumping.”

GE6-6 ORIGINAL ATP 16(D)/MTP 16(D)

ALL RECOVERED. NEXT RECEIVING SHIP APPROACHING

Y LINE

FUELING COMPLETED. SLIPROPE SURGED. RECOVER BEING HOVE IN.

Y LINE

RECOVER HOSE SLIPROPE MARKER BUOY

F- F-

E-

MB -

FUELING IN PROGRESS. HOSE HELD ON HOSE- SECURING PENDANT SLIPROPE ROVE.

TANKER RECEIVING SHIP MESSENGER HOSELINE

HOSE AND RECOVER LINE STREAMED. RECEIVING SHIP HEAVING IN HOSELINE.

A- B- C- D-

ANKER T

PASSING GUNLINE AND MESSENGER FROM T TAKE RECEIVING SHIP’S HOSELINE.

RECEIVING SHIP APPROACHING

Figure GE6-3. Astern Rig — Gunline Method

GE6-7 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

GE6-8 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER GE7 Transfer of Solids — Germany

GE0775 Solids Rigs

1. The German Navy uses a wire highline rig that is run at constant tension during the transfer phase of the load. The rig corresponds to the UK heavy jackstay 1-ton rig as shown in the UK national section.

2. During replenishment at sea, gun ammunition and depth charges will be delivered in crate pallets from the supplying ship to the ship to be supplied; missiles, rockets, and torpedoes must be delivered/received as single items. For measurements and weights of types of ammunition, see Table GE7-1.

GE7-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table GE7-1. Ammunition Dimensions and Weights (GE Specification)

Type of Ammunition Length X Width X Height (mm) Weight (kg)

Tube Weapons: In crate pallets, Depending on size of container: 1480 x 900 x 935 40 mm 76 mm 475 to 972 100 mm 775 to 890 127 mm 702 to 750 Propellant charge As above 374 to 393 Tube Weapons, 127 mm As above 949 to 1001.6 Projectiles As above Depth Charge, DM 11 As above 162 705x4000mm per depth charge Guided Missile, 5144 x 712 x 723 1002 Air Target Volume: 2.648 m3

Guided Missile, TIM As above 1002 66 A-4

Guided Missile, Ground Target, 5430 x 1163 x 1211 1750 Exocet MM 38 Volume: 7.47 m3

Rocket, Decoy, 110 mm 1900 x 170 x 158 54 Window Rocket

Torpedo, Wire-Guided, 7430 x 810 x 819 1753 DM 11

Torpedo, Wire-Guided, 7430 x 810 x 819 2303 DM 21

Torpedo, A/S, DM 31 7430 x 810 x 819 2130

Missile, ASROC 4940 x 728 x 825 717

Rocket, A/S, 75 mm 1900 x 375 0 315

GE7-2 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX GE9B VERTREP Equipment — Germany

0905B Germany

1. Aircraft Cargo Hooks. The cargo hooks used on the Mk 88 Sea Lynx and Mk 41 Sea King helicopters are shown in Figures GE9B-1 and GE9B-2 respectively.

B A

C D

DIMENSION CENTIMETERS A 2.6 B 6.5 C 2.4 D 3.6 STOCK NO. 1670-12-341-1732

Figure GE9B-1. Mk 88 Sea Lynx Cargo Hook (GE)

GE9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

B A C

DIMENSION CENTIMETERS A 5.0 B 7.5 C 2.4 D 4.1 STOCK NO. 1680-99-6484482

Figure GE9B-2. Mk 41 Sea King Cargo Hook (GE)

GE9B-2 ORIGINAL ATP 16(D)/MTP 16(D)

2. Pendants and Slings. Germany uses a cargo pendant with swiveling hook as shown in Figure GE9B-3 for both helicopter types. The cargo ring strap assembly in Figure GE9B-4 is only used by the Sea King Mk41.

C Protection A Cover

DIMENSION CENTIMETERS

D A 8.5 B 6.5 C 2.0 D 3.5 E 3.0 LENGTH 340-750 STOCK NO. 1670-12-322-0983

Swiveling hook

Figure GE9B-3. Cargo Pendant (with Swiveling Hook) (GE)

GE9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

Flexible Cargo Ring (Covered) Diameter: 25cm

STRAP Length: 2.5 meters

BAYONET HOOK (x4)

MK41 SEA KING ONLY STOCK NO. 1670-12-157-9332

Note: This equipment is authorized to carry a boat used by GE Navy Seals only. Currently efforts are being made to define other loads which can be lifted by means of this equipment.

Figure GE9B-4. Cargo Ring and Strap Assembly (GE)

GE9B-4 ORIGINAL ATP 16(D)/MTP 16(D)

3. Cargo Rings, Stirrups, and Shackles. Germany does not use any separate cargo rings, stirrups, or shackles.

4. Nets and Pallets. Germany uses a cargo assembly in conjunction with a self-closing net. Fig- ure GE9B-5 gives capacities and dimensions of the cargo net assembly for the Mk 88 Sea Lynx and Mk 41 Sea King helicopters.

C CARGO STRAP ASSEMBLY A MK41 Sea King and MK88 Sea Lynx Stock No. 1670-12-140-2504

B (Only used in combination with cargo net, Stock No: 1670-12-137-7727)

DIMENSION CENTIMETERS

A 6.5

B 10.0

C 2.8

LENGTH 300

CARGO NET MK41 Sea King and MK88 Sea Lynx Stock No. 1670-12-137-7727

BOXES AND LOADS HANDLED PACKAGES

CAPACITY 2,500 kg

DIAMETER 4.0 meters

WEIGHT 31 kg

Figure GE9B-5. Cargo Strap Assembly

GE9B-5 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

GE9B-6 ORIGINAL GREECE INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

Chapter GR2 Scheduling Replenishment at Sea — Greece

GR0230 Greek Rigs

See Table GR2-1.

GR2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table GR2-1. Rigs Used by Greece (Sheet 1 of 4)

GREECE FUEL RIG

Crane or Small Close In Large Derrick Span Wire Astern Ship Type or Class Derrick DDs: ASPIS R R R R LONGHI R R R R APOSTOLIS R R R R SFENDONI R R KRIEZIS R R R R VELOS R R R SAGHTOURIS R R R R MAOULIS R R R R KOUNTOUROTIS R R R R TOBAZIS R R R R KANARIS R R R R THEMISTOCLES R R R R DEs: AETOS R R R R IERAX R R R R LEON R R R R PANTHER R R R R AIGAION R RRR R LSD: NAFCRATOUSA R - D D R R LSMs: DANIOLOS R (1) R (1) GREGOROPOULOS R (1) R (1) KRYSTALIDIS R (1) ROUSSEN R (1) R (1) TOURNAS R (1) Minelayers: AKTION AMVRAKIA

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise indicated.

(1) Port only.

GR2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table GR2-1. Rigs Used by Greece (Sheet 2 of 4)

GREECE FUEL RIG

Crane or Small Close In Large Derrick Span Wire Astern Ship Type or Class Derrick MSSs (U. S. Type): AIDON R R R AIGLI R R R DAPHNI R R R DORIS R R R KICKLI R R R KISSA R R R ADIOPI R R R ADKYON R R R THALIA R R R FAIDRA R R R NIOVI R R R PLIAS R R R AVRA R R R ARGO R R R ATALANT R R R

Oilers: ARETHOUSA R-D R R-D ARIADNI R-D R R-D LSTs: OINOUSAI R R R R KOS R R R R KRITI R R R SYROS R R R IKARIA R R R LESVOS R R R RODOS R R R FFs: ELLI R R R R R LIMNOS R R R R R

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise indicated.

GR2-3 ORIGINAL ATP 16(D)/MTP 16(D)

Table GR2-1. Rigs Used by Greece (Sheet 3 of 4)

GREECE TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Class Highline Jackstay Highline Jackstay Highline DDs: ASPIS R R R R-D R LONGHI R R R R-D R APOSTOLIS R R R R-D R SFENDONI R R R R-D R KRIEZIS R R R R-D R VELOS R R R R-D R SAGHTOURIS R R R R-D R MAOULIS R R R R-D R KOUNTOUROTIS R R R R-D R TOBAZIS R R R R-D R KANARIS R R R R-D R THEMISTOCLES R R R R-D R DEs: AETOS R R R R-D R IERAX R R R R-D R LEON R R R R-D R PANTHER R R R R-D R AIGAION R R R R-D R LSD: NAFCRATOUSA R R - D R - D LSMs: DANIOLOS R (1) R (1) - D (1) R (1) - D (1) GREGOROPOULOS R (1) R (1) - D (1) R (1) - D (1) KRYSTALIDIS R (1) R (1) - D (1) R (1) - D (1) ROUSSEN R (1) R (1) - D (1) R (1) - D (1) TOURNAS R (1) - D (1) R (1) - D (1) R (1) - D (1) Minelayers: AKTION R R R AMVRAKIA R R R

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise indicated.

(1) Port only.

GR2-4 ORIGINAL ATP 16(D)/MTP 16(D)

Table GR2-1. Rigs Used by Greece (Sheet 4 of 4)

GREECE TRANSFERRING SOLIDS AND PERSONNEL Ten- Wire Heavy Manila Light Burton Housefall sioned Highline Jackstay Highline Jackstay Ship Type or Class Highline MSSs (U. S. Type): AIDON R-D AIGLI R-D DAPHNI R-D DORIS R-D KICKLI R-D KISSA R-D ADIOPI R-D ADKYON R-D THALIA R-D FAIDRA R-D NIOVI R-D PLIAS R-D AVRA R-D ARGO R-D ATALANT R-D Oilers: ARETHOUSA R (1) R-D R (1) ARIADNI R (1) R-D R (1) LSTs: OINOUSAI R R-D R-D R-D R-D KOS R R-D R-D R-D R-D KRITI R R-D R-D SYROS R R-D R-D IKARIA R-D LESVOS R-D R RODOS R-D FFs: ELLI R R R-D R-D LIMNOS R R R-D R-D

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise indicated.

(1) Port only.

GR2-5 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

GR2-6 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX GR9B VERTREP Equipment — Greece

0906B Greece

1. Aircraft Cargo Hooks. Greece uses two conforming models of aircraft cargo hook: one of the hook type and one of the strop type. The Cargo Suspension Hook Release Unit (shown in Figure GR9B-1) is fitted to AB-212 helicopters. It is operated electrically and with a foot release lever. The SIREN A90B Release Unit (shown in Figure GR9B-2) is fitted in Alouette III helicopters. It is operated electrically and with a hand release lever.

DIMENSION CENTIMETERS

A 4.8

B 7.4

C 4.0

D 4.45

Figure GR9B-1. Cargo Suspension Hook Release Unit

DIMENSION CENTIMETERS

A 8.0

B 1.7

Figure GR9B-2. SIREN A90B Release Unit

GR9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

2. Pendants and Slings. Greece uses one conforming extension strop type of cargo sling. Dimen- sions of the sling are shown in Figure GR9B-3. The sling is 1.2 meters in height and has a capacity of 750 kg.

DIMENSION CENTIMETERS

A 6.35

B 4.45

C 1.00

Figure GR9B-3. Extension Strop Type Cargo Sling

3. Cargo Rings, Stirrups, and Shackles. Not in use by the Greek Navy.

4. Nets and Pallets. Greece uses one size of net for handling loose cargo:

CAPACITY 2,000 kg

LENGTH 2.74 meters

WIDTH 2.74 meters

WEIGHT 15 kg

COLOR CODE Green

GR9B-2 ORIGINAL INDONESIA INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

Chapter ID2 Scheduling Replenishment at Sea — Indonesia

ID0240 Indonesian Ships

See Table ID2-1 and Figures ID2-1 through ID2-3.

ID2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table ID2-1. Indonesian Ship-Specific Data

Ship Class FATAHILLAH AO EX ROVER EX VAN SPEIJK

Length of Ship (meters) 84.4 140.7 113.4

Beam (meters) 11.2 19 12.5

Mean Draught (meters) 3.4 7.3 4

Full Load Displacement 1,482 11,522 2,835 (metric tons)

Full Speed (knots) 30 19 28

Economical Speed (knots) 12 12 13

RAS Speed (knots) 12 to 18 8 to 17 12 to 16

Height of RAS Point from 10 12 8 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil

Diesel

Water

AVCAT

Adaptor Type:

Lub. Oil None (Drums) None (Drums) None (Drums)

Diesel Elbow Probe Elbow Probe Elbow Probe

Water T-Type T-Type T-Type

AVCAT None (Drums) None (Drums) None (Drums)

ID2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

IMAGE NOT AVAILABLE

MÈTRES DISTANCE DE L’ÉTRAVE

Class KRI FATAHILLAH Name of Ship KRI FATAHILLAH 361 KRI NALA 363 Type Nom du Bâtiment KRI MALAHAYATI 362

Liquids Replenishment Station ADAPTORS: Poste de Ravitaillement (Liquides) Available in Drums

3 Capacity Metric Ton (m ) Elbow Probe Capacité Tonne Mètrique (m3) 100 50 Available in Drums

Maximum Rate of T-Type 20 2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 1t Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure ID2-1. KRI FATAHILLAH

ID2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

IMAGE NOT AVAILABLE

MÈTRES DISTANCE DE L’ÉTRAVE

Class A O EX ROVER Name of Ship KRI ARUN 903 Type Nom du Bâtiment

Liquids Replenishment Station ADAPTORS: Poste de Ravitaillement (Liquides) Available in Drums

3 Capacity Metric Ton (m ) 4 8 Elbow Probe Capacité Tonne Mètrique (m3) 7,255 795 Available in Drums

Maximum Rate of T-Type 200 50 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 2t Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure ID2-2. AO EX ROVER

ID2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

IMAGE NOT AVAILABLE

MÈTRES DISTANCE DE L’ÉTRAVE

Class EX VEN SPEIJK Name of Ship KRI AMY 351 Type Nom du Bâtiment

Liquids Replenishment Station ADAPTORS: Poste de Ravitaillement (Liquides) Available in Drums

3 Capacity Metric Ton (m ) 1.8 2 Elbow Probe Capacité Tonne Mètrique (m3) 550 30 Available in Drums

Maximum Rate of T-Type 20 2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 1t Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure ID2-3. EX VEN SPEIJK

ID2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

ID2-6 CHANGE 1 INDIA INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

Chapter IN2 Scheduling Replenishment at Sea — India

IN0240 Indian Ships

See Table IN2-1.

IN2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table IN2-1. Indian Ship-Specific Data

Ship Class INS ADITYA INS JYOTI INS SHAKTI

Length of Ship (meters) 172 179 168

Beam (meters) 23 25 23

11.4 (Full Load) Mean Draught (meters) 9.2 9.5 6.8 (Normal)

Full Load Displacement 24,612 39,670 (metric tons)

Full Speed (knots) 20 15 19

Economical Speed (knots) 16 12 13

RAS Speed (knots) 14 12 12

Height of RAS Point from 24 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil

Diesel

Water

AVCAT

Adaptor Type:

Lub. Oil

Diesel NATO/QSV Modified NATO/QSV QSV Triangular Swing Bolt Coupling

Water Male Coupling Male Coupling

AVCAT NATO/QSV Modified Male Coupling Male Coupling Triangular Swing Bolt Coupling

IN2-2 CHANGE 1 ITALY INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER IT2 Scheduling Replenishment at Sea — Italy

IT0230 Italian Rigs

See Table IT2-1.

IT0240 Italian Ships

See Figures IT2-1 to IT2-3.

IT2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table IT2-1. Rigs Used by Italy (Sheet 1 of 2)

ITALY FUEL RIG

Crane or Close In Large Derrick Span Wire Astern Ship Type or Class Small Derrick

AOR STROMBOLI D(1)-R D Combination Oil/Solids Replenishment

Carriers

Cruisers and Guided Missile RR Cruisers

Destroyer Types RR Including Guided Missile Destroyers and Frigates

Submarines

LPD R

Minesweepers

Ammunition, Refrigeration, and Stores Ships (AFS)

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) Fitted with fuel STREAM rigs.

IT2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table IT2-1. Rigs Used by Italy (Sheet 2 of 2)

ITALY TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Class Highline Jackstay Highline Jackstay Highline AOR STROMBOLI R-D R-D D Combination Oil/Solids Replenishment Carriers Cruisers and Guided Missile R-D R Cruisers Destroyer Types R-D R Including Guided Missile Destroyers and Frigates Submarines LPD R-D Minesweepers R-D(1) Ammunition, Refrigeration, and Stores Ships (AFS)

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) Only MSO.

IT2-3 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A5327Name of Ship STROMBOLI A5327 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) 2 Capabilities Manche Simple 2 Possibilités Capacity Metric Ton (m3) 1,356 m3 523 m3 Double Hose Capacité Tonne Mètrique (m3) 2 Capabilities Manche Double 2 Possibilités Maximum Rate of 650 m3 or 480 m3 120 m3 (1) Pumping by Hose (see Note) Double Hose Ton (m3)/hr 3 Capabilities Débit Maximum Par Manche Double Manche Tonne (m3/hr) 3 Possibilités

Solids Replenishment Station No capacity to transfer boiler Poste de Ravitaillement (Solides) maintenance water during navigation.

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Note: Pumping Rate for Platform Hélicoptères Capacité Maximum de Astern Fueling. Plateforme pour 0 Levage 1,815 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure IT2-1. STROMBOLI (A5327) (AORL)

IT2-4 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A5329 Name of Ship VESUVIO A5329 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) 2 Capabilities Manche Simple 2 Possibilités Capacity Metric Ton (m3) 3,340 m3 523 m3 Double Hose Capacité Tonne Mètrique (m3) 2 Capabilities Manche Double 2 Possibilités Maximum Rate of 650 m3 or 480 m3 120 m/hr3 Pumping by Hose (see Note) Double Hose Ton (m3)/hr 3 Capabilities Débit Maximum Par Manche Double Manche Tonne (m3/hr) 3 Possibilités

Solids Replenishment Station No capacity to transfer boiler Poste de Ravitaillement (Solides) maintenance water during navigation.

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Note: Pumping Rate for Platform Hélicoptères Capacité Maximum de Astern Fueling. Plateforme pour 0 Levage 1,815 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure IT2-2. VESUVIO (A5329) (AOL)

IT2-5 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A5326 Name of Ship ETNA A5326 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Triple Hose Poste de Ravitaillement (Liquides) 3 Capabilities Manche Triple 3 Possibilités

Capacity Metric Ton (m3) 5,600 m3 1,500 m3 178 mm Capacité Tonne Mètrique (m3) 160 m3 102 and 64 mm Maximum Rate of 650 m/hr3 300 m/hr3 Pumping by Hose 450 m/hr3 64 mm Ton (m3)/hr (see Note) Débit Maximum Par 3 Manche Tonne (m3/hr) 50 m/hr

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 50 T oil drums or ammo, 12 containers, 30,000 victuals ration Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Note: Pumping rate for Platform Hélicoptères Capacité Maximum de astern fueling Plateforme pour 1 (EH101) or Levage 272 kg Hélicoptère 2 (AB212)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure IT2-3. ETNA (A5326) (AORL)

IT2-6 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER IT6 Transfer of Liquids — Italy

IT0685 Fueling Rigs

IT0686 Spanwire Rig

The spanwire rig corresponds to the fuel STREAM rig double hose with single probe and Robb coupling. A tailpiece for trunk fueling can be fitted instead of the probe. Rigging with double probe is also used. See US national section in Part II and Annex 2-A.

IT0687 Astern Replenishment Method

The astern fuel rig using the float method corresponds to the UK system, with Quick-Release Coupling Mk II assembly. See UK national section in Part II.

IT6-1 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

IT6-2 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER IT7 Transfer of Solids — Italy

IT0780 STREAM Rig

The rig used is the STREAM rig with tensioned inhaul/outhaul lines and flounder plate. The traveler block can be fitted with cargo drop reel Mk II. See Chapter 7.

IT7-1 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

IT7-2 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX IT9B VERTREP Equipment — Italy

0907B Italy

1. Aircraft Cargo Hooks. Dimensions of cargo hooks used on Italian AB-212 and SH-3D helicopters are shown in Figure IT9B-1.

B A

C D

DIMENSION CENTIMETERS

A 4.6 5.0

B 6.3 7.9

C 6.0 2.5

D 5.2 3.8

AIRCRAFT AB-212 SH-3D

Figure IT9B-1. Cargo Hooks

2. Pendants and Slings. Italy uses the Mk 105 Mod 0 hoisting sling shown in Figure IT9B-2. This sling, sometimes called the multileg pole pendant, is approved for all types of VERTREP load up to 2,720 kg in weight. The Mk 105 Mod 0 hoisting sling consists of two parts: the pendant, made of 29 mm diameter nylon rope, approximately 3.6 meters in length, with an eye at one end; and the legs, made of color-coded, 22 mm double-braided nylon, with an open eye splice at one end and a positive-closing, self-locking cargo hook at the other end. Regular legs (orange) are 1.8 meters in length and long legs

IT9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

(green) are 3.0 meters in length. As many as six legs may be attached to the lower pendant eye by means of choker hitches. The number of legs used is determined by the number of attachment points on the load. The safe working load (SWL) for a single leg is 1,360 kg.

PENDANT

LEG(S)

35.7 cm

31 cm

138 cm

178 cm

NO. 4 NEWCO HOOK

THIMBLE

22 mm NYLON LEG

AT LEFT)

O PENDANT

LOWER EYE

AIL AT LEFT)

POLE (REACH TUBE)

(DIMENSIONS

CHOKER HITCH

29 mm NYLON ROPE

REGULAR LEG (ORANGE) 1.8 meters

UPPER EYE (ENCASED IN

POLYURETHANE TUBING)

(SEE DET

ATTACHING LEG T WITH A CHOKER HITCH

PENDANT

(DETAIL)

9.2 cm

3.5 cm

24.3 cm

Figure IT9B-2. Hoisting Sling Mk 105 Mod 0

IT9B-2 ORIGINAL ATP 16(D)/MTP 16(D)

3. Cargo Rings, Stirrups, and Shackles. The Newco safety hook assembly, shown in Figure IT9B-3, incorporates a self-locking gate arrangement which requires two distinct manual movements to open the hook. The first, a sideway movement, allows the hook to clear the locking lug; the second, a radial motion away from the gate, opens the assembly for attachment to the load lifting point. The pressure and movement required for opening may be applied by using two hands or by holding the safety hook assembly in one hand and using the load lifting point as an anchor and pivot point, applying the required pressure and movement. A sharp upward movement of the bail, using the hook and the load lifting point as an anchor, will close and lock the safety hook assembly.

LUG

BAIL

GATE

DIRECTION OF MOVEMENT FOR CLOSING

(D)

MOVEMENT

HOOK RADIAL

LOAD LIFTING POINT

HOOK

(B)

WASHER

O-RING

HOOK SIDE

MOVEMENT

(A)

OPEN POSITION.

PIVOT PIN

LOCKING LUG

(C)

STEP 2

STEP 1

TO OPEN

PULL TO THE FULL

AND YOKE IN OPPOSITE DIRECTIONS,

YOKE AT THE SAME TIME.

TWIST HOOK PULLING

Figure IT9B-3. Newco Safety Hook

IT9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

4. Nets and Pallets. Italy uses the cargo net and Mk 105 hoisting sling shown in Figure IT9B-4. The capacity and dimensions are:

LOADS HANDLED Loose Cargo

CAPACITY 2,041 kg

LENGTH 3.6 meters

WIDTH 3.6 meters

WEIGHT 21.3 kg

ASSOCIATED Hoisting Sling Mk 105 EQUIPMENT

COLOR CODE Green

Figure IT9B-4. Sling, Cargo Net, Nylon Webbing, Type 1

IT9B-4 ORIGINAL JAPAN INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER JA2 Scheduling Replenishment at Sea — Japan

JA0230 Japanese Rigs

See Table JA2-1.

JA0240 Japanese Ships

See Table JA 2-2 and Figures JA2-1 and JA2-2.

JA2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table JA2-1. Rigs Used by Japan (Sheet 1 of 2)

JAPAN FUEL RIG

Crane or Close In Large Derrick Span Wire Astern Ship Type or Class Small Derrick

DD RR MURASAME Class

DD RR ASAGIRI Class

DDG RR KONGO Class

LST RR OSUMI Class

MST RR URAGA Class

AOE R-D R-D SAGAMI Class

AOE R-D R-D TOWADA Class

TV RR KASHIMA Class

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

JA2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table JA2-1. Rigs Used by Japan (Sheet 2 of 2)

JAPAN TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Class Highline Jackstay Highline Jackstay Highline DD R R R-D MURASAME Class DD R R R-D ASAGIRI Class DDG R R R-D KONGO Class LST R R-D OSUMI Class MST R-D URAGA Class AOE R-D R-D R-D SAGAMI Class AOE R-D R-D R-D TOWADA Class TV R R R-D KASHIMA Class

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

JA2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

Table JA2-2. Japanese Ship-Specific Data

Ship Class SAGAMI TOWADA TOKIWA HAMANA

Length of Ship (meters) 146 167 167 167

Beam (meters) 19 22 22 22

Mean Draught (meters) 7.4 8.1 8.1 8.1

Full Load Displacement 10,800 15,800 15,800 15,800 (metric tons)

Full Speed (knots) 22 22 22 22

Economical Speed (knots) 6 to 9 6 to 9 6 to 9 6 to 9

RAS Speed (knots) 12 12 12 12

Height of RAS Point from 21.6 22 22 22 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil

Diesel 6.3 6.3 6.3 6.3

Water 4.4 4.4 4.4 4.4

AVCAT 7.2 7.3 7.3 7.3

Adaptor Type:

Lub. Oil None (Drums) None (Drums) None (Drums) None (Drums)

Diesel Single Probe Single Probe Single Probe Single Probe (NATO Standard) (NATO Standard) (NATO Standard) (NATO Standard)

Water MS Coupling MS Coupling MS Coupling MS Coupling (Japan Standard) (Japan Standard) (Japan Standard) (Japan Standard)

AVCAT Cam Coupling Cam Coupling Cam Coupling Cam Coupling (Japan Standard) (Japan Standard) (Japan Standard) (Japan Standard)

JA2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

479 253 177 108 0

146 77 54 33 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class JDS SAGAMI (AOE) Name of Ship JDS SAGAMI 421 Type Nom du Bâtiment

Liquids Replenishment Station Note: Poste de Ravitaillement (Liquides) 1For logistic use only.

3 Capacity Metric Ton (m ) 501 1701 Capacité Tonne Mètrique (m3) 3,8001 3401

Maximum Rate of 0.1 Pumping by Hose 3 Ton (m )/hr 0.5 < 0.05 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 2t Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure JA2-1. JDS SAGAMI

JA2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

548 272 226 151 0

167 83 69 46 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class JDS TOWADA (AOE) Name of Ship JDS TOWADA 422 JDS HAMANA 424 Type Nom du Bâtiment JDS TOKIWA 423

Liquids Replenishment Station Note: Poste de Ravitaillement (Liquides) 1For logistic use only.

3 Capacity Metric Ton (m ) 1 1 50 200 Capacité Tonne Mètrique (m3) 5,1001 2101

Maximum Rate of 0.1 Pumping by Hose 3 Ton (m )/hr 0.5 <0.5 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 2t Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure JA2-2. JDS TOWADA

JA2-6 CHANGE 1 KOREA INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER KS2 Scheduling Replenishment at Sea — South Korea

KS0230 Korean Rigs

See Table KS2-1.

KS0240 Korean Ships

See Table KS2-2 and Figures KS2-1 thru KS2-8.

KS2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table KS2-1. Rigs Used by Korea (Sheet 1 of 2)

KOREA FUEL RIG

Crane or Close In Large Derrick Span Wire Astern Ship Type or Class Small Derrick

CHUN JEE Class R-D (AOE-57)

UL SAN Class RR (FF-951)

OPKO Class RR (DDG-971)

SING SUNG Class RR (PCC-783)

CHUNG HAE JIN Class (ASR-21)

WON SAN Class RR (MLS-560)

EDENTON Class (ATS-27)

ALLIGATOR Class RR (LST-685)

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

KS2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table KS2-1. Rigs Used by Korea (Sheet 2 of 2)

KOREA TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Class Highline Jackstay Highline Jackstay Highline

CHUN JEE Class R-D R-D (AOE-57)

UL SAN Class R R-D (FF-951)

OPKO Class R R-D (DDG-971)

SING SUNG Class R R-D (PCC-783)

CHUNG HAE JIN Class R R-D (ASR-21)

WON SAN Class R R-D (MLS-560)

EDENTON Class R R-D (ATS-27)

ALLIGATOR Class R R-D (LST-685)

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

KS2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

Table KS2-2. Korean Ship-Specific Data (Sheet 1 of 2)

Ship Class CHUN JEE UL SAN OPKO SIN SUNG

Length of Ship (meters) 130 102 135 88.3

Beam (meters) 17.5 11.5 14.2 10

Mean Draught (meters) 6.5 3.5 4.2 2.9

Full Load Displacement 7,500 2,180 3,855 1,220 (metric tons)

Full Speed (knots) 20 34 30 32

Economical Speed (knots) 15 15 15 15

RAS Speed (knots) 15 10 10 10

Height of RAS Point from 6 5.5 6 5 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil 3 150

Diesel 10

Water 7

AVCAT 10

Adaptor Type:

Lub. Oil Elbow Probe Elbow Probe Elbow Probe Elbow Probe

Diesel Elbow Probe Elbow Probe Elbow Probe Elbow Probe

Water T-Type T-Type T-Type T-Type

AVCAT Elbow Probe Elbow Probe Elbow Probe Elbow Probe

KS2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

Table KS2-2. Korean Ship-Specific Data (Sheet 2 of 2)

Ship Class CHUNG HAE JIN WON SAN EDENTON ALLIGATOR

Length of Ship (meters) 102.8 103.8 86.1 112.5

Beam (meters) 16.4 15 15.2 15.3

Mean Draught (meters) 4.6 3.4 4.6 3

Full Load Displacement 4,300 3,300 2,929 4,278 (metric tons)

Full Speed (knots) 18 22 16 16

Economical Speed (knots) 15 15 13 12

RAS Speed (knots) 10 8

Height of RAS Point from 5.4 5 4.5 4.4 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil

Diesel

Water

AVCAT

Adaptor Type:

Lub. Oil Elbow Probe Elbow Probe

Diesel Elbow Probe Elbow Probe

Water T-Type T-Type

AVCAT Elbow Probe Elbow Probe

KS2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 427 322 217 115 0

130 98 66 35 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class CHUN JEE Name of Ship CHUN JEE AOE-57 HWA CHUN AOE-59 Type Nom du Bâtiment DAE CHUNG AOE-58

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 20.7 16.8 Capacité Tonne Mètrique (m3) 5,513 132

Maximum Rate of 684 11.3 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure KS2-1. CHUN JEE

KS2-6 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 335 210 167 135 0

102 64 51 41 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class UL SAN (FFG) Name of Ship UL SAN FF-951 CHONG NAM FF-957 Type Nom du Bâtiment SEOUL FF-952 CHE JU FF-958 CHUNG NAM FF-953 BUSAN FF-959 MASAN FF-955 CHUNG JU FF-961 KYON BUK FF-956

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 11.5 Capacité Tonne Mètrique (m3) 277.8

Maximum Rate of 11.3 None Pumping by Hose Ton (m3)/hr 132 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure KS2-2. UL SAN

KS2-7 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 443 279 249 108 0

135 85 76 33 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class OPKO (DDG) Name of Ship KWANG GAE TO DDG-971 Type Nom du Bâtiment EULJIMUNDOK DDG-972 YANGMANCHUN DDG-973

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 8.5 3.4 Capacité Tonne Mètrique (m3) 392 150

Maximum Rate of 11.3 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure KS2-3. OPKO

KS2-8 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 289 210 138 52 30 0

88 64 42 16 9 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class SIN SUNG Name of Ship SIN SUNG PCC-783 Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 2.7 None Capacité Tonne Mètrique (m3) 164 40.9

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure KS2-4. SIN SUNG

KS2-9 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 338 164 161 0

103 50 49 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class CHUNG HAE JIN Name of Ship CHUNG HAE JIN ASR-21 Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 14.8 39.6 Capacité Tonne Mètrique (m3) 979.2 42.9

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure KS2-5. CHUNG HAE JIN

KS2-10 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

341 207 138 118 59 0

104 63 42 36 18 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class WON SAN Name of Ship WON SAN MLS-560 Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 8 3.4 Capacité Tonne Mètrique (m3) 397.5 140

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure KS2-6. WON SAN

KS2-11 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE 282 190 131 118 115 0 FROM BOW

86 58 40 36 35 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class EDENTON Name of Ship PYONG TAEK ATS-27 Type Nom du Bâtiment KWANG YANG ATS-28

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 17 659 Capacité Tonne Mètrique (m3) 658.6

Maximum Rate of 11.3 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure KS2-7. EDENTON

KS2-12 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 371276 243 240 0

113 84 74 73 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class ALLIGATOR (LST) Name of Ship KOJOON BONG 681 HYANGRO BONG 683 Type Nom du Bâtiment BIRO BONG 682 SEONG IN BONG 685

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 5.6 26.6 Capacité Tonne Mètrique (m3) 380.5 389

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure KS2-8. ALLIGATOR

KS2-13 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

KS2-14 CHANGE 1 MALAYSIA INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER MS2 Scheduling Replenishment at Sea — Malaysia

MS0240 Malaysian Ships

See Table MS2-1 and Figures MS2-1 through MS2-8.

MS2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table MS2-1. Malaysian Ship-Specific Data (Sheet 1 of 2)

Ship Class HANG TUAH SRI INDERA SAKTI SRI INDERAPURA JEBAT

Length of Ship (meters) 104 103 171 106

Beam (meters) 12 15 21 123.7

Mean Draught (meters) 5 5 3 5.5

Full Load Displacement 2,525 4,300 8,450 2,270 (metric tons)

Full Speed (knots) 21 16 22 27.5

Economical Speed (knots) 15 12 14

RAS Speed (knots) 12 10 12 12

Height of RAS Point from Water 10 10 Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil 3

Diesel 10 10

Water 7

AVCAT 10

Adaptor Type:

Lub. Oil Not Available Elbow Probe

Diesel Quick Release Stripping/DFM Elbow Probe Pat. No. 5303 Pump (American Standard Screw) or Clip Coupling Attached to DFM Pump

Water Not Available T-Type

AVCAT Not Available Elbow Probe

MS2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table MS2-1. Malaysian Ship-Specific Data (Sheet 2 of 2)

Ship Class KASTURI MAHAWANGSA MUSYTARI RAHMAT

Length of Ship (meters) 97 103 75 97.3

Beam (meters) 11 15 11 10.7

Mean Draught (meters) 4 4.6 4 3

Full Load Displacement 1,850 4,900 1,300 1,615 (metric tons)

Full Speed (knots) 28 14 22 26

Economical Speed (knots) 14 12 15 14

RAS Speed (knots) 12 10 12 12

Height of RAS Point from 13 10.4 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil

Diesel 3 1.5

Water

AVCAT

Adaptor Type:

Lub. Oil Locally 2-inch Manufactured Standard Pipe Coupling

Diesel Quick Release Male - Filling Quick Release 6-inch Pat. No. 0153- Deck Connection Pat. No. 0263- Quick Release 015346 (NATO) (Elbow) 0263061 (NATO) Pat. No. 1047

Water Female- Female Female- 3-inch Instantaneous Instantaneous Standard Pipe Coupling Coupling Pat No. 0143-x- Pat No. 0254-x- 1745 (NATO) 1532 (NATO)

AVCAT

MS2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

341 0

STATION DATA NOT AVAILABLE

104 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class KD HANG TUAH (FF) Name of Ship KD HANG TUAH 76 Type Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 15 75 Capacité Tonne Mètrique (m3) 230

Maximum Rate of 1.2 30 Pumping by Hose 3 Ton (m )/hr 2 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure MS2-1. KD HANG TUAH

MS2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 351 118 92 0

107 36 28 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class KD SRI INDERA SAKTI Name of Ship KD SRI INDERA SAKTI 1503 Type (MPCSS) Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 750 Capacité Tonne Mètrique (m3) 70

Maximum Rate of 2.4 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure MS2-2. KD SRI INDERA SAKTI

MS2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

561 289 95 85 0

171 88 29 26 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class KD SRI INDERAPURA Name of Ship KD SRI INDERAPURA 1505 Type (LST) Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 160 Capacité Tonne Mètrique (m3) 2,637 3.2

Maximum Rate of 11.4 Pumping by Hose Ton (m3)/hr 78 2.3 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure MS2-3. KD SRI INDERAPURA

MS2-6 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

525 295 161 43 0

160 90 49 13 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class KD JEBAT Name of Ship KD JEBAT 29 Type (FFG) Nom du Bâtiment KD LEKIU 30

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 8.5 34 Capacité Tonne Mètrique (m3) 217 80

Maximum Rate of 200 13.6 Pumping by Hose Ton (m3)/hr 8 6.1 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 2t Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure MS2-4. KD JEBAT

MS2-7 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

318 75 0

97 23 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class KD KASTURI Name of Ship KD KASTURI 25 Type (Corvette) Nom du Bâtiment KD LEKIR 26

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 208 75 Capacité Tonne Mètrique (m3)

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 2t Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure MS2-5. KD KASTURI

MS2-8 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 338 272 0

103 83 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class KD MAHAWANGSA Name of Ship KD MAHAWANGSA 1504 Type (MPCSS) Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 12 300 Capacité Tonne Mètrique (m3) 790

Maximum Rate of 15 Pumping by Hose 3 Ton (m )/hr 30 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides) 10 t

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure MS2-6. KD MAHAWANGSA

MS2-9 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET 246 210 59 0 DISTANCE FROM BOW

75 64 18 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class KD MUSYTARI Name of Ship KD MUSYTARI 160 Type (OPV) Nom du Bâtiment KD MARIKH 161

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 150 100 Capacité Tonne Mètrique (m3)

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure MS2-7. KD MUSYTARI

MS2-10 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW 325 259 246 46 0

99 79 75 14 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class KD RAHMAT Name of Ship KD RAHMAT 24 Type (FF) Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 501 42 Capacité Tonne Mètrique (m3) 220

Maximum Rate of 10 Pumping by Hose 1.4 3 Ton (m )/hr 2.4 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure MS2-8. KD RAHMAT

MS2-11 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

MS2-12 CHANGE 1 NETHERLANDS INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER NL2 Scheduling Replenishment at Sea — Netherlands

NL0230 Netherlands Rigs

See Table NL2-1.

NL0240 Netherlands Ships

See Figures NL2-1 and NL2-2.

NL2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table NL2-1. Rigs Used by Netherlands (Sheet 1 of 2)

NETHERLANDS FUEL RIG

Crane or Close In Large Derrick Span Wire Astern Ship Type or Class Small Derrick AOR R R R - D (1) D ZUIDERKRUIS AOR R R R - D (1) D AMSTERDAM

LPD R (2) R (2) R (2) R (2) R (2) ROTTERDAM

LCFs RRRRR S/L/M-Frigates RRRRR Minehunters

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) Constant tensioning gear. (2) Starboard side only.

NL2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table NL2-1. Rigs Used by Netherlands (Sheet 2 of 2)

NETHERLANDS TRANSFERRING SOLIDS AND PERSONNEL Wire Heavy Manila Burton Tensioned Housefall Light Jackstay Jackstay Highline Ship Type or Class Highline AOR R R - D (1) (4) R R - D (3) ZUIDERKRUIS AOR R R - D(1) (4) R R-D(3) AMSTERDAM LPD R R (4) (7) R R - D (3) (7) ROTTERDAM LCFs R R (2) R R-D(3) S/L-Frigates R R (2) R R-D(3)

M-Frigates R R (4) R R - D (3) Minehunters R R (3) - D (5) (6)

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) STREAM rig. (2) Maximum 1 ton. (3) Maximum 0.25 ton. (4) Maximum 2 ton. (5) Maximum 0.09 ton. (6) No personnel. (7) Starboard side only.

NL2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A832 Name of Ship HNLMS ZUIDERKRUIS No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) Single Hose Manche Simple

Double Hose Manche Double Capacity Metric Ton (m3) 7,650 m3 550 m3 Capacité Tonne Mètrique (m3) 120 m3 Single Hose 3 Capabilities 3 3 Manche Simple Maximum Rate of 600 m/hr 64 m/hr Pumping by Hose 3 Possibilités Ton (m3)/hr 50 m/hr3 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 2 Levage 272 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure NL2-1. HNLMS ZUIDERKRUIS

NL2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A836 Name of Ship HNLMS AMSTERDAM No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) Single Hose Manche Simple

Double Hose Manche Double Capacity Metric Ton (m3) — 1,328 m3 Capacité Tonne Mètrique (m3) 5,628 m3 175 m3 178 mm 152 mm Maximum Rate of — 680 m/hr3 Pumping by Hose 3 102 mm Ton (m )/hr Débit Maximum Par 680 m/hr3 50 m/hr3 64 mm Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 3 Levage 272 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure NL2-2. HNLMS AMSTERDAM

NL2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

NL2-6 CHANGE 1 ATP 16(D)/MTP 16(D)

CHAPTER NL6 Transfer of Liquids — Netherlands

NL0690 Fueling Rigs

NL0691 Spanwire Rig

1. HNLMS AMSTERDAM (A836) and HNLMS ZUIDERKRUIS (A832) are equipped each with four spanwire rigs, constant tensioned, for abeam replenishment. Normally three of these rigs are fitted with a single probe, the remaining with a breakable-spool coupling. Both AMSTERDAM and ZUIDERKRUIS use flow through saddles.

2. Passing and Securing the Rig.

a. Normally two gunlines will be fired; one midships to pass the messenger/outhaul line of the supportline and one on the forecastle for the combined distance/telephone line.

b. If the height of the receiving ship’s high point precludes gravity mating or easing down the probe, a hoseline will be presented.

c. After mating of the probe, the messenger/outhaul line and hoseline (if applicable) are to be returned immediately to the delivering ship to facilitate quick return of the gear.

3. Blow Through the Hose. On completion of fueling, the hose is to be blown through. Customer ships must therefore leave the valves to tank vents open to permit oil and air through the hose.

NL0692 Astern Fueling

1. Astern Refueling Stations ZUIDERKRUIS and AMSTERDAM.

a. ZUIDERKRUIS has two transfer stations for astern refueling; one port and one starboard side on the quarterdeck. The port station is standard and rigged for immediate refueling.

b. AMSTERDAM has one transfer station for astern refueling; in the middle of the quarterdeck. This station is always rigged for immediate fueling.

c. The hose has to be blown through only with the last ship in sequence.

NL6-1 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

NL6-2 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER NL7 Transfer of Solids — Netherlands

NL0785 Transfer of Solids and/or Personnel

1. For the transfer of heavy solids, both AMSTERDAM and ZUIDERKRUIS have four transfer stations equipped with a tensioned wire support line. This wire support line has a weak link as a ship structure protection device. The transfer stations are all fitted with sliding blocks. A cargo drop reel is used for lowering onto the reception deck. AMSTERDAM uses an automated transfer system with controlled outhaul and inhaul lines.

2. For the transfer of personnel, AMSTERDAM, ZUIDERKRUIS, and ROTTERDAM prefer to be used only as a receiving platform.

NL7-1 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

NL7-2 CHANGE 1 ATP 16(D)/MTP 16(D)

ANNEX NL9B VERTREP Equipment — Netherlands

NL0908B Netherlands

1. Aircraft Cargo Hooks. The Netherlands uses one conforming type of aircraft cargo hook, the Semi-Automatic Cargo Release Unit, No. 2 Mk 1, shown in Figure NL9B-1. It is fitted to Lynx helicopters and is operated either electrically or manually. The cargo hook is not permanently installed in the Lynx SH-14D. With the sonar installed, the cargo release unit cannot be fitted to the Lynx SH-14D.

DIMENSION CENTIMETERS

A 2.70

B 6.30

C 2.80

D 3.30

Figure NL9B-1. Cargo Hook

NL9B-1 CHANGE 1 ATP 16(D)/MTP 16(D)

2. Pendants and Slings. The Netherlands uses two nonconforming types of sling. The capacities and dimensions of each are shown in Figure NL9B-2. 680 kg 680 kg 2.13 meters 9.14 meters PN AL 2149 PN AL 2150 AB 9.5 5.0 C 0.8 DIMENSION CENTIMETERS TYPE HEIGHT CAPACITY

Figure NL9B-2. Cargo Slings

NL9B-2 CHANGE 1 ATP 16(D)/MTP 16(D)

3. Cargo Rings, Stirrups, and Shackles. The Netherlands uses a conforming stirrup, shown in Figure NL9B-3, to attach the net hook to the aircraft cargo hook.

DIMENSION CENTIMETERS

A 8.00

B 8.00

C 1.43

Figure NL9B-3. Stirrup

4. Nets and Pallets. The Netherlands does not use pallets and uses only one type of cargo net for handling loose cargo:

CAPACITY 2,265 kg

LENGTH 4.57 meters

WIDTH 4.57 meters

Use of a hoisting sling with the net is required.

NL9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

NL9B-4 ORIGINAL NEW ZEALAND INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER NN2 Scheduling Replenishment at Sea — New Zealand

NN0230 New Zealand Rigs

See Table NN2-1.

NN0240 New Zealand Ships

See Table NN2-2 and Figures NN2-1 through NN2-3.

NN2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table NN2-1. Rigs Used by New Zealand (Sheet 1 of 2)

NEW ZEALAND FUEL RIG

Crane or Small Ship Type or Close In Large Derrick Span Wire Astern Class Derrick ANZAC R RRR (Frigate) LEANDER R RRR (Frigate) ENDEAVOR R - D(1) D (Tanker)

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) Starboard side only.

NN2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table NN2-1. Rigs Used by New Zealand (Sheet 2 of 2)

NEW ZEALAND TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Highline Jackstay Highline Jackstay Highline Class

ANZAC R R R-D R-D (Frigate)

LEANDER R R R-D R-D (Frigate)

ENDEAVOR RR (Tanker)

Code: R — Receive D — Deliver

Note: All rigs are both port and starboard unless otherwise noted.

NN2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

Table NN2-2. New Zealand Ship-Specific Data

Ship Class ANZAC LEANDER ENDEAVOR

Length of Ship (meters) 118 113.4 138

Beam (meters) 14.8 13.1 18.4

Mean Draught (meters) 4.5 5.5 7.3

Full Load Displacement 3,500 2,900 12,800 (metric tons)

Full Speed (knots) 27 28 14.5

Economical Speed (knots) 18 14

RAS Speed (knots) 12 12 12 to 14

Height of RAS Point from 12 9.5 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil

Diesel 80

Water

AVCAT 7 4.5

Adaptor Type:

Lub. Oil Elbow Probe Elbow Probe

Diesel Elbow Probe/QRC NATO B Probe and QRC Probe (Port) and QRC (Starboard) 37 Ton/hr

Water T-Type T-Type

AVCAT Elbow Probe Elbow Probe 3½-inch Camlock Fitting (10.5 Bar) Also HIFR Bowser (4.5 Bar)

NN2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class ANZAC Name of Ship HMNZS TE KAHA F77 Type Nom du Bâtiment (FFH) HMNZS TE MANA F111

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 42.1 56.5 Capacité Tonne Mètrique (m3) 470.7 57.93

Maximum Rate of 20 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 280 kg Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure NN2-1. ANZAC

NN2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

371 295 98 62 0

113 90 30 19 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class LEANDER Name of Ship HMNZS CANTERBURY F421 Type (FFH) Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 7 25 Capacité Tonne Mètrique (m3) 430 80

Maximum Rate of 5 10 Pumping by Hose Ton (m3)/hr 40 5 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 280 kg Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure NN2-2. LEANDER

NN2-6 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

453 279 190 157 0

138 85 58 48 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class ENDEAVOR Name of Ship HMNZS ENDEAVOR A11 Type (AO) Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 8,036 170 Capacité Tonne Mètrique (m3)

Maximum Rate of 504 34 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 2t Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure NN2-3. ENDEAVOR

NN2-7 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

NN2-8 CHANGE 1 NORWAY INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER NO2 Scheduling Replenishment at Sea — Norway

NO0230 Norwegian Rigs

See Table NO2-1.

NO2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table NO2-1. Rigs Used by Norway (Sheet 1 of 2)

NORWAY FUEL RIG

Crane or Small Close In Large Derrick Span Wire Astern Ship Type or Derrick Class Frigates RRRRR OSLO Class Tender KNM HORTEN Minelayers VIDAR Class Coast Guard R RRR NORDKAPP Class

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

NO2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table NO2-1. Rigs Used by Norway (Sheet 2 of 2)

NORWAY TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Highline Jackstay Highline Jackstay Highline Class Frigates R-D OSLO Class Tender R-D KNM HORTEN Minelayers R(1)-D VIDAR Class Coast Guard R-D NORDKAPP Class

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

(1) Not for personnel.

NO2-3 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

NO2-4 ORIGINAL PORTUGAL INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER PO2 Scheduling Replenishment at Sea — Portugal

PO0230 Portuguese Rigs

See Table PO2-1.

PO0240 Portuguese Ships

See Figure PO2-1.

PO2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table PO2-1. Rigs Used by Portugal (Sheet 1 of 2)

PORTUGAL FUEL RIG

Crane or Small Close In Large Derrick Span Wire Astern Ship Type or Derrick Class Oilers: DD Combination Oiler/ Ammunition Ship (AOE) Carriers Crusiers and Guided Missile Cruisers Destroyer Types RRRR Including Guided Missile Destroyers and Frigates Submarines Minesweepers Ammunition, Refrigeration, and Stores Ships

Code: R — Receive D — Deliver

Note: All rigs are both port and starboard unless otherwise noted.

PO2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table PO2-1. Rigs Used by Portugal (Sheet 2 of 2)

PORTUGAL TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Jackstay Burton Housefall Ship Type or Highline Jackstay Highline Jackstay Highline Class Oilers: D R-D Combination Oiler/ Ammunition Ship (AOE) Carriers Crusiers and Guided Missile Cruisers Destroyer Types R R R-D R-D R Including Guided Missile Destroyers and Frigates Submarines Minesweepers Ammunition, Refrigeration, and Stores Ships

Code: R — Receive D — Deliver

Note: All rigs are both port and starboard unless otherwise noted.

PO2-3 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A5120Name of Ship NRP BERRIO No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) Manche Simple

Double Hose Capacity Metric Ton (m3) 2,032 305 304 Manche Double Capacité Tonne Mètrique (m3) 2,540 193

Maximum Rate of 609 ton/hr 78 ton/hr Pumping by Hose 3 Double Hose (150 mm Ton (m )/hr with 76 mm or 65 mm) Débit Maximum Par 3 Manche Double (150 mm Manche Tonne (m /hr) with 76 mm or 65 mm) Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 0 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure PO2-1. NRP BERRIO (A5210)

PO2-4 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX PO9B VERTREP Equipment — Portugal

0910B Portugal

1. Aircraft Cargo Hooks. The Portuguese Navy (PON) has one type of aircraft cargo hook, the Semi-Automatic Cargo Release Unit (SACRU), No. 2, Mk 1, shown in Figure PO9B-1. It is fitted to the Lynx Mk 95 only when the aircraft is in the utility configuration and can be operated electrically or manually. Release can be done electrically by the helicopter crew or manually by deck personnel by pushing to the rear the spring-loaded keeper and removing the strop without opening the hook. Alternatively, the hook can be opened manually by pulling the manual release knob on top of the unit and applying a downward pressure. The unit will return to its cocked position as soon as pressure is released.

DIMENSION CENTIMETERS

A 2.7

B 6.3

C 2.8

D 3.8

Figure PO9B-1. Semi-Automatic Cargo Release Unit, No. 2, Mk 1

2. Pendants and Slings. The PON has two types of extension strop. They are to be connected as detailed in Figures PO9B-2 and PO9B-3.

a. Extension Strop (2.4 meters). Double nylon, 2.4 meters long, with a safe working load of 2,720 kg.

PO9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

b. Extension Strop (9.1 meters). Flexible steel wire rope protected with nylon, with a safe working load of 680 kg.

SACRU NO. 2 MK 1

IDENTIFICATION/DATE LABEL RUBBING STRIP ON UPPER LOOP SECONDARY SHACKLE (SWIVELING) HOOK

DOUBLE NYLON WEBBING PARENT SHACKLE 2.4 METER NYLON STRAP ADAPTER BOLT AND ROLLER SPRING-LOADED CLIP

See Figure PO9B-4 for dimensions of upper shackle.

Figure PO9B-2. Extension Strop (2.4 meters)

PO9B-2 ORIGINAL ATP 16(D)/MTP 16(D)

B A C

9.1 meters

DIMENSION CENTIMETERS

A 12.0

B 5.0

C 2.8

Figure PO9B-3. Extension Strop (9.1 meters)

3. Cargo Rings, Stirrups, and Shackles. The PON uses one type of stirrup to attach the net hook to the aircraft cargo hook or to one extension strop. The PON uses one type of shackle to be attached to the SACRU. See Figure PO9B-4. It is recommended to connect the stirrup to an extension strop to reduce risk of injury to deck personnel.

4. Nets and Pallets. The PON does not use pallets and uses one type of cargo net for handling loose cargo:

CAPACITY 2,265 kg

LENGTH 4.57 meters

WIDTH 4.57 meters

PO9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

DIMENSION CENTIMETERS

A 21.0

B 9.4

C 2.3

DIMENSION CENTIMETERS

A 7.5

B 5.0

C 2.2

D 2.3

Figure PO9B-4. Stirrup and Shackle

PO9B-4 ORIGINAL ROMANIA INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER RO2 Scheduling Replenishment at Sea — Romania

RO0230 Romanian Rigs

See Tables RO2-1 and RO2-2.

RO0240 Romanian Ships

See Figures RO2-1 and RO2-2.

RO2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table RO2-1. Replenishment Receiving Station Data (MARASESTI, Destroyer) (Sheet 1 of 2)

Item Fuel Receiving Station Data Sheet

1 Fuel receiving station location (meters from bow) 88

2 Fuel receiving station location (port/starboard) Port/Starboard

3 Maximum offstation angle (degrees forward/aft of attachment point) 45/45

4 Rig attachment point height (meters above water line) 7

5 Rig attachment point height (meters above deck) 2

6 Attachment point maximum strength (kilograms) 16,000

7 Attachment point working strength (kilograms) 8,000

8 Attachment type (e.g., pelican hook, link) Pelican hook

9 Attachment point size (millimeters) 25.4

10 Interface details (e.g., thread, flange, split clamp) Probe receiver 178 mm hose

11 Fuel or liquid type(s) that can be received (F44, F76, etc.) F75, F76

12 Minimum pumping pressure (kiloPascals) 275

13 Maximum pumping pressure (kiloPascals) 800

14 Maximum flow rate (meters3 per hour) 680

Note: The station is under implementation procedures.

RO2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table RO2-1. Replenishment Receiving Station Data (MARASESTI, Destroyer) (Sheet 2 of 2)

Item Fuel Receiving Station Data Sheet

1 Cargo receiving station location (meters from bow) 87

2 Cargo receiving station location (port/starboard) Port/Starboard

3 Maximum offstation angle (degrees forward/aft of attachment point) 30/30

4 Rig attachment point height (meters above water line) 9

5 Rig attachment point height (meters above deck) 4

6 Attachment point maximum strength (kilograms) 6,000

7 Attachment point working strength (kilograms) 3,000

8 Attachment type (e.g., pelican hook, link) NATO Long link

9 Attachment point size (millimeters) 25.4

10 Attachment point distance from deck edge (meters) 4

11 Clear cargo landing area size (meters forward/aft of attachment point) 2/4

12 Maximum size load that station can handle (length x width x height)(meters) 1.5/1/1

13 Maximum weight load that station can handle (kilograms) 250

Note: The station is under implementation procedures.

RO2-3 ORIGINAL ATP 16(D)/MTP 16(D)

Table RO2-2. Replenishment Receiving Station Data (265, FRIGATE)

Item Fuel Receiving Station Data Sheet

1 Fuel receiving station location (meters from bow) 88

2 Fuel receiving station location (port/starboard) Port/Starboard

3 Maximum offstation angle (degrees forward/aft of attachment point) 45/45

4 Rig attachment point height (meters above water line) 7

5 Rig attachment point height (meters above deck) 2

6 Attachment point maximum strength (kilograms) 16,000

7 Attachment point working strength (kilograms) 8,000

8 Attachment type (e.g., pelican hook, link) Pelican hook

9 Attachment point size (millimeters) 25.4

10 Interface details (e.g., thread, flange, split clamp) Probe receiver 178 mm hose

11 Fuel or liquid type(s) that can be received (F44, F76, etc.) F75, F76

12 Minimum pumping pressure (kiloPascals) 275

13 Maximum pumping pressure (kiloPascals) 800

14 Maximum flow rate (meters3 per hour) 680

Note: The station is under implementation procedures.

RO2-4 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number Name of Ship MARASESTI No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) Manche Simple

Double Hose Manche Double

Maximum Rate of 680 m3 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 300 Liquids 250 kg Solids Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage 1,000 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure RO2-1. MARASESTI

RO2-5 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number Name of Ship 265, FRIGATE No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) Single Hose 2 Capabilities Manche Simple 2 Possibilités

Maximum Rate of 680 m3 Double Hose Pumping by Hose 3 Capabilities Ton (m3)/hr Manche Double Débit Maximum Par 3 Possibilités Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 112 Liquids Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage 1,000 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure RO2-2. 265, FRIGATE

RO2-6 ORIGINAL SINGAPORE INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER SN2 Scheduling Replenishment at Sea — Singapore

SN0230 Singapore Rigs

See Table SN2-1.

SN0240 Singapore Ships

See Table SN2-2 and Figures SN2-1 through SN2-4.

SN2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table SN2-1. Rigs Used by Singapore (Sheet 1 of 2)

FUEL RIG SINGAPORE Crane or Span Small Close In Large Derrick Jackstay Astern Wire Ship Type or Class Derrick ENDURANCE R-D (LST)

VICTORY R-D (MCV)

FEARLESS R-D (PV)

SEA WOLF R (MGB)

Code: R – Receive D – Deliver

Note: All rigs are both port and starboard unless otherwise noted.

SN2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table SN2-1. Rigs Used by Singapore (Sheet 2 of 2)

SINGAPORE TRANSFERRING SOLIDS AND PERSONNEL

Tensioned Wire Heavy Manila Light Housefall Ship Type or Class Highline Highline Jackstay Highline Jackstay

ENDURANCE (LST)

VICTORY (MCV)

FEARLESS (PV)

SEA WOLF (MGB)

Code: R – Receive D – Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

SN2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

Table SN2-2. Singapore Ship-Specific Data

Ship Class ENDURANCE VICTORY FEARLESS SEA WOLF

Length of Ship (meters) 141 62 57 45

Beam (meters) 21 9 9 7

Mean Draught (meters) 5322

Full Load Displacement 6,000 600 500 170 (metric tons)

Full Speed (knots) 15 >30 23 >30

Economical Speed (knots) 15 18 to 20 15 15

RAS Speed (knots) 6888

Height of RAS Point from 72 2 Water Level (meters)

Hose Pressure Rate (Bars):

Lub. Oil

Diesel

Water

AVCAT

Adaptor Type:

Lub. Oil Instantaneous Threaded Piece Coupling (1.5-inch) Direct Filling

Diesel Instantaneous Avery Hardoll Avery Hardoll Avery Hardoll Coupling (2.5-inch) Coupling (2.5-inch) Coupling (2.5-inch) Coupling (2.5-inch)

Water Normal Coupling Avery Hardoll Evertile Male Evertile Male (2.5-inch) Coupling (2.5-inch) Quick-Release Quick-Release Coupling (2.5-inch) Coupling (2.5-inch)

AVCAT

SN2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

463 440 0

141 134 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class ENDURANCE Name of Ship RSS ENDURANCE L 207 Type (LST) Nom du Bâtiment RSS RESOLUTION L 208 RSS PERSISTENCE L 209 RSS ENDEAVOR L 210

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 600 300 Capacité Tonne Mètrique (m3) 5

Maximum Rate of 30 4 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SN2-1. ENDURANCE

SN2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

203 128 82 0

62 39 25 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class VICTORY Name of Ship RSS VICTORY P88 RSS VALIANT P91 Type (Missile Corvette) Nom du Bâtiment RSS VALOUR P89 RSS VIGOUR P92 RSS VIGILANCE P90 RSS VENGEANCE P93

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 80 6 Capacité Tonne Mètrique (m3) 5

Maximum Rate of 30 4 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SN2-2. VICTORY

SN2-6 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

187 112 0

57 34 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class FEARLESS Name of Ship RSS RESILIENCE 82 RSS FEARLESS 94 Type (PV) Nom du Bâtiment RSS UNITY 83 RSS BRAVE 95 RSS SOVEREIGNTY 84 RSS COURAGEOUS 96 RSS JUSTICE 85 RSS GALLANT 97 RSS FREEDOM 86 RSS DARING 98 RSS INDEPENDENCE 87 RSS DAUNTLESS 99

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 50 6 Capacité Tonne Mètrique (m3) 2

Maximum Rate of 14 (at 3 bar) Receive Only Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SN2-3. FEARLESS

SN2-7 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

148 125 105 0

45 38 32 0

MÈTRES DISTANCE DE L’ÉTRAVE

Class SEA WOLF Name of Ship RSS SEA WOLF P76 RSS SEA TIGER P79 Type (MGB) Nom du Bâtiment RSS SEA LION P77 RSS SEA HAWK P80 RSS SEA DRAGON P78 RSS SEA SCORPION P81

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

3 Capacity Metric Ton (m ) 40 2.5 Capacité Tonne Mètrique (m3)

Maximum Rate of 15 m3/hr (2-bar max) Pumping by Hose (3-bar max) Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SN2-4. SEA WOLF

SN2-8 CHANGE 1 SPAIN INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER SP2 Scheduling Replenishment at Sea — Spain

SP0230 Spanish Rigs

See Table SP2-1.

SP0240 Spanish Ships

See Figures SP2-1 and SP2-2.

SP2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table SP2-1. Rigs Used by Spain (Sheet 1 of 2)

SPAIN FUEL RIG

STREAM Large Nontensioned Close In Tensioned Astern Ship Type or Class Derrick Spanwire Spanwire

Carrier: PRINCIPE DE ASTURIAS R - D(1) R Frigates: SANTA MARIA Class R R R R R(2) BALEARES Class R R R R R(2) DESCUBIERTA Class R R R R Amphibious Forces: LPD R R R R R LST R R R R Minehunters/Minesweepers: MSO R R MSC R R Oiler: MARQUES DE LA ENSENADA R - D R AOR: PATIÑO Class R - D R D

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted:

(1) Probe method to be used. (2) Forward port station only.

SP2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table SP2-1. Rigs Used by Spain (Sheet 2 of 2)

TRANSFERRING SOLIDS AND PERSONNEL SPAIN Wire Heavy Manila Light Tensioned Burton Housefall Highline Jackstay Highline Jackstay Highline Ship Type or Class

Carrier: PRINCIPE DE ASTURIAS R R R R-D R-D R

Frigates: SANTA MARIA Class R R R R-D R-D R BALEARES Class R R R R-D R-D R DESCUBIERTA Class R R-D R-D

Amphibious Forces: LPD R R R R-D R-D R LST R R R R-D R-D R

Minehunters/Minesweepers: MSO R-D R-D MSC R-D R-D

Oiler: MARQUES DE LA ENSENADA R-D R-D

AOR: PATIÑO Class R R R R-D R-D R-D

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted:

SP2-3 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A11 Name of Ship MARQUES DE LA ENSENADA A11 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) Manche Simple

3 Capacity Metric Ton (m ) 8,000 2,105 Double Hose 3 Capacité Tonne Mètrique (m ) Manche Double

Maximum Rate of 680 m3/hr 340 m3/hr 175 mm Pumping by Hose Remarks: Ton (m3)/hr Fuel STREAM Débit Maximum Par Rig Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SP2-1. MARQUES DE LA ENSENADA (AORL) (A11)

SP2-4 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A14 Name of Ship PATIÑO A14 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) Manche Simple

Triple Hose Manche Triple Capacity Metric Ton (m3) 8,067.4 m3 2,255.8 m3 Remarks: Capacité Tonne Mètrique (m3) Fuel STREAM Rig 181.8 m3 Astern Fuel Rig

Maximum Rate of 680 m3/hr 680 m3/hr (with 178 mm) 115 m3/hr (with 102 mm) Pumping by Hose (with 178 mm) Stations 2 and 4 Stations 1 and 3 Ton (m3)/hr Stations 1,2,3,4 Débit Maximum Par 450 m3/hr 50 m3/hr (with 64 mm) Manche Tonne (m3/hr) (with 152 mm) Stations 1,2,3,4 Station 5

Solids Replenishment Station Remarks: Poste de Ravitaillement (Solides) Manila Highline Stream with Traveling SURF

Capacity Metric Ton (m3) 476 m3 Ammunition 397 m3 Solid Cargo Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 1 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SP2-2. PATIÑO (AOR) (A14)

SP2-5 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

SP2-6 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER SP7 Transfer of Solids — Spain

SP0790 Solids Transfer

1. For transferring heavy solids, PATIÑO has four stations fitted with STREAM with traveling SURF. A cargo drop reel with a capacity of 1,800 kg is used to haul down the loads. PATIÑO can receive housefall, heavy jackstay, and STREAM with hand-tended manila outhaul line rigs.

2. Aircraft carrier PRINCIPE DE ASTURIAS has two sliding padeyes to receive heavy cargo or to return them to the delivering ship. Capacity is 4,086 kg.

3. Refer to Figure SP7-1 for Missile/Cargo STREAM Safe Working Load Weight data.

SP7-1 ORIGINAL ATP 16(D)/MTP 16(D)

1,814 7,257 9,072

3,629 10,886

5,443 12,701

14,515

16,329

18,144

19,958

21,772 23,587 18.2-30.5 m

9,072

3,629

7,257

5,443

1,814

12,701

21,772

16,329

19,958

23,587

10,886

14,515

18,144

In CVs

TO USE GRAPH EXAMPLE (X) EXAMPLE (Y) Determine the strength of the Eyeplate static test load of 16,326 When used with a tensioned outhaul receiving ship’s highpoint (Static kg maximum load with Burton line to the same eyeplate, the maximum Test Load) and plot down to line A or outhaul line is 3,673.3 kg at 18.2 safe working load would be reduced to B; then across to determine the to 36.5 meters of separation in sea 1,632.6 kg or 1,082.4 kg depending on maximum safe working load that can state 3 or less, or 2,448.9 kg at hull separation and sea state. be transferred for the existing sea separation over 36.5 meters or conditions and/or hull separation at seas over state 3. the ram pressure shown

Figure SP7-1. Missile/Cargo STREAM Safe Working Load Weight Graph for AOR PATIÑO (A14)

SP7-2 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX SP9B VERTREP Equipment — Spain

0911B Spain

1. Aircraft Cargo Hooks. See Figure SP9B-1.

DIMENSION CENTIMETERS

A 4.7

B 6.2

C 3.6

D 5.2

Figure SP9B-1. Cargo Hooks

SP9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

2. Pendants and Slings. See Figures SP9B-2, SP9B-3 and SP9B-4.

C DIMENSION

A 30.0 cm

B B 0.6 cm C 180 cm

D 7.0 cm

E 12.0 cm

F 7.0 cm D

Figure SP9B-2. Cargo Extension Strop (3 meters)

SP9B-2 ORIGINAL ATP 16(D)/MTP 16(D) F 2.5 ABE 11.0 8.3 9.0 CD 1.8 13.5 DIMENSION CENTIMETERS

Figure SP9B-3. Cargo Pendants (4 meters)

SP9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

28 cm

175 cm

PVC REACH TUBE

550 cm

SAFE WORKING LOAD 2,720 kg

Figure SP9B-4. Hoisting Sling

SP9B-4 ORIGINAL ATP 16(D)/MTP 16(D)

3. Cargo Rings, Stirrups, and Shackles. See Figure SP9B-5.

A AB 1.9 12.0 1.2 8.0 1.0 6.0 C 7.8 4.6 3.8 DIMENSION CENTIMETERS CENTIMETERS CENTIMETERS

Figure SP9B-5. Shackles

SP9B-5 ORIGINAL ATP 16(D)/MTP 16(D)

4. Nets and Pallets. See Figures SP9B-6 and SP9B-7.

meters

14.5

Figure SP9B-6. Cargo Nets

SP9B-6 ORIGINAL ATP 16(D)/MTP 16(D)

PALLET 100 X 120 cm

100 cm

126 cm 106 cm

Note

May be hoisted with Mk18, Mk 87, Mk 99, and Mk 105 slings.

Figure SP9B-7. Cargotainer

SP9B-7 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

SP9B-8 ORIGINAL SWEDEN INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER SW2 Scheduling Replenishment at Sea — Sweden

SW0230 Swedish Rigs

See Table SW2-1.

SW0240 Swedish Ships

See Figures SW2-1 to SW2-5.

SW2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table SW2-1. Replenishment Data Sheet (Sheet 1 of 2)

Ship HSwMS GÅLÖ HSwMS LOKE

Hull Number A 263 A 344

Stadimeter (in meters)

Highest point of ship 20.0 meters 14.5 meters

Top of highest radar to top of boot 15.0 meters 10.0 meters

Height of main truck above boot 20.0 meters 14.5 meters topping

Height of main truck above stem light 12.5 meters 6.5 meters

Horizontal distance between masts 12.0 meters -

Vertical distance between range light 4.0 meters 4.5 meters and side light

Refueling

Station number 1 1

Fuel GAS OIL (250 metric tons) GAS OIL (90 metric tons) Fresh water (100 metric tons) Fresh water (10 metric tons) Lubricant oil (4 metric tons) Lubricant oil (Barrels)

Receive (R) / Deliver (D) R/D R/D

Station location (meters from bow) 35.0 meters (amidship) 20.0 m (1 Starboard/1 Port) (Port/Starboard)

Double/single probe (DP/SP) 2 x Single probe (1SB/PT) 3 x Single probe (3SB/3PT)

VERTREP

Aft location/level tbd (to be decided) -

Forward location/level tbd -

Helicopter class/type/model tbd -

Additional ship specific data/comments Crane capacity is 5 tonnes. Crane capacity is 45 tonnes. Electric distribution capability Electric distribution capability 4 x 125 A/3 x 440 Volts 1 x 125 A/3 x 440 Volts Ammunition transport capability. 1 x 63 A/3 x 440 Volts Total load capacity 150 metric tonnes (70 tonnes on deck). Deck space for six 6.1 meter containers.

SW2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table SW2-1. Replenishment Data (Sheet 2 of 2)

Ship HSwMS UTÖ HSwMS SLEIPNER HSwMS ELDAREN

Hull number A 261 A 343 A237

Stadimeter (in meters)

Highest point of ship 20.0 meters 20.0 meters 9.80 meters

Top of highest radar to top of boot 14.0 meters 16.5 meters 6.7 meters

Height of main truck above boot 18.0 meters 20.0 meters 9.80 meters topping

Height of main truck above stern light 12.0 meters 12.0 meters 6.0 meters

Horizontal distance between masts 14.5 meters - 20.7 meters

Vertical distance between range light 6.5 meters 9.0 meters 2.1 meters and side light

Refueling

Station Number 1 1 1

Fuel GAS OIL (200 metric tons) GAS OIL (30 metric tons. GAS OIL (300 metric tons) Fresh water (70 metric 80 metric tons with extra Fresh water (100 metric tons) tank). tons) Lubricant oil (Barrels) Lubricant oil (Barrels) Fresh water (100 metric tons) Lubricant oil (4 metric tons)

Receive (R) / Deliver (D) R/D R/D R/D

Station location (meters from bow) 21.0 (amidship) 40.0 (amidship) 24.5 (amidship) (Port/Starboard)

Double/single probe (DP/SP) Single Probe 2 x Single Probe 2 x Single Probe (1SB/1PT) (1SB/1PT) (1SB/1PT)

VERTREP

Aft location/level tbd (to be determined) tbd -

Forward location/level tbd tbd -

Helicopter class/type/model tbd tbd -

Additional ship specific Crane capacity 5 tons at data/comments. 12 meters and 15 tons at 10 meters. Total cargo capacity is 400 metric tons. Total cargo area 775 cubic meters. Ammunition transport capability.

SW2-3 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A263 Name of Ship HSwMS GÅLÖ A263 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) Manche Simple

Capacity Metric Ton (m3) 250 100 Single Probe (1 Capacité Tonne Mètrique (m3) port/2 starboard) 4

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Helicopter Helicopters Maximum Lift Capacity Crane capacity is 5 MT/8 meter. Platform Hélicoptères Capacité Maximum de Ammunition transport Plateforme pour Not Available Levage capability Hélicoptère

Swedish standard hose connection. Adaptors can be provided/made on request. See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SW2-1. HSwMS GÅLÖ (ARL) (A263)

SW2-4 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A344 Name of Ship HSwMS LOKE A344 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) Manche Simple

Capacity Metric Ton (m3) 90 10 Single Probe (3 Capacité Tonne Mètrique (m3) port/3 starboard)

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Helicopter Helicopters Maximum Lift Capacity Crane capacity is 45 MT. Platform Hélicoptères Capacité Maximum de Total load capacity 150 MT Plateforme pour Not Available Levage (70 MT on deck) Hélicoptère Deck space for six 20-foot containers

Swedish standard hose connection. Adaptors can be provided/made on request. See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SW2-2. HSwMS LOKE (AKL) (A344)

SW2-5 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A261 Name of Ship HSwMS UTÖ A261 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) Manche Simple

Capacity Metric Ton (m3) 200 70 Single Probe (1 Capacité Tonne Mètrique (m3) port/1 starboard)

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Not Available Levage Hélicoptère

Swedish standard hose connection. Adaptors can be provided/made on request. See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SW2-3. HSwMS UTÖ (ARL) (A261)

SW2-6 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A343 Name of Ship HSwMS SLEIPNER A343 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) Manche Simple

Capacity Metric Ton (m3) 30 (80 with extra tank) 100 Single Probe (1 Capacité Tonne Mètrique (m3) port/1 starboard) 4

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Helicopter Helicopters Maximum Lift Capacity Crane capacity is 5 MT/12 Platform Hélicoptères Capacité Maximum de meter and 15 MT/10 meter. Plateforme pour Not Available Levage Total cargo capacity is Hélicoptère 400 MT. Total cargo area is 1,200 m3. Ammunition transport capacity.

Swedish standard hose connection. Adaptors can be provided/made on request. See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SW2-4. HSwMS SLEIPNER (AKL) (A343)

SW2-7 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A237 Name of Ship HSwMS ELDAREN A237 No. de Coque Nom du Bâtiment

Liquids Replenishment Station Single Hose Poste de Ravitaillement (Liquides) Manche Simple

Capacity Metric Ton (m3) 300 100 Single Probe (1 Capacité Tonne Mètrique (m3) port/1 starboard)

Maximum Rate of Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour Not Available Levage Hélicoptère

Swedish standard hose connection. Adaptors can be provided/made on request. See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure SW2-5. HSwMS ELDAREN (AOTL) (A237)

SW2-8 ORIGINAL THAILAND INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER TH2 Scheduling Replenishment at Sea — Thailand

TH0230 Thai Rigs

See Table TH2-1.

TH2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table TH2-1. Rigs Used by Thailand (Sheet 1 of 4)

THAILAND FUEL RIG

Crane or Close In Large Derrick Span Wire Astern Ship Type or Class Small Derrick

Frigate RRRR MAKUTRAJAKUMA RN Class

Fast Attack Craft CHONBURI Class

Fast Attack Craft (G) RATCHARIT Class

Fast Attack Craft (G) PRABPARAPAK Class

Patrol Gun Boat SATTAHIP Class

Frigate RRR PHUTTHAYOTFA CHULALOK Class

Corvette RR RATTANAKOSIN Class

Frigate RR TAPI Class

PINKLAO Class RR

KHAMRONSIN Class

Frigate R R R R CHAOPRAYA Class (STBD) (STBD) (STBD) (STBD)

Frigate R R R R KRABURI Class (STBD) (STBD) (STBD) (STBD)

Frigate RRRR NARESUAN Class

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted. Light line/heaving line transfer for COHONBURI, RATCHARIT, PRABPARAK, and SATTAHIP Classes. ROBB coupling or 2½ -inch quick release necessary for TAPI, PINKLAO, and RATTANAKOSIN Classes.

TH2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table TH2-1. Rigs Used by Thailand (Sheet 2 of 4)

THAILAND TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Class Highline Jackstay Highline Jackstay Highline Frigate R-D R R-D R-D MAKUTRAJAKUMA RN Class Fast Attack Craft CHONBURI Class Fast Attack Craft (G) RATCHARIT Class Fast Attack Craft (G) PRABPARAPAK Class Patrol Gun Boat SATTAHIP Class Frigate R R R R-D R-D R PHUTTHAYOTFA CHULALOK Class

Corvette R R R-D R-D RATTANAKOSIN Class

Frigate R R R-D R-D TAPI Class

PINKLAO Class R R R-D R-D

KHAMRONSIN Class R-D R-D

Frigate R R R-D R-D CHAOPRAYA Class Frigate R R R-D R-D KRABURI Class Frigate R R R R-D R-D R NARESUAN Class

Code: R — Receive D — Deliver

TH2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

Table TH2-1. Rigs Used by Thailand (Sheet 3 of 4)

THAILAND FUEL RIG

Crane or Astern Large Derrick Span Wire Stream Ship Type or Class Small Derrick

Minesweeper, Ocean (MSO) PHOSAMTON Class

Minesweeper, Coastal (MSC) BANGKEO Class

Minehunter, Coastal (MHC) BANGRACHAN Class

Mine Countermeasures Support Ship (MCS) THALANG Class

Landing Ship, Tank (LST) R SICHANG Class

Landing Ship, Tank (LST) R SURIN Class

Landing Ship, Tank (LST) R CHANG Class

Landing Ship, Medium (LSM) KUT Class

Landing Ship, Infantry, Large (LSIL) PRAP Class

Helicopter Carrier RD CHAKRINARUEBET Class

Replenishment Ship, D Large (AOR) (PORT) SIMILAN Class

Fuel Barge (Gasoline)/ DD Fuel Barge (YO/YOG) CHULA Class

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted. All MSO, MSC, MHC, and MCS ships are capable of light line/heaving line transfer.

TH2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

Table TH2-1. Rigs Used by Thailand (Sheet 4 of 4)

THAILAND TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Class Highline Jackstay Highline Jackstay Highline Minesweeper, Ocean (MSO) R-D PHOSAMTON Class Minesweeper, Coastal (MSC) BANGKEO Class Minehunter, Coastal (MHC) BANGRACHAN Class Mine Countermeasures R-D Support Ship (MCS) THALANG Class Landing Ship, Tank (LST) R-D R-D SICHANG Class Landing Ship, Tank (LST) R-D R-D SURIN Class

Landing Ship, Tank (LST) R-D R-D CHANG Class

Landing Ship, Medium (LSM) R-D R-D KUT Class

Landing Ship, Infantry, R-D R-D Large (LSIL) PRAP Class

Helicopter Carrier R-D R-D CHAKRINARUEBET Class Replenishment Ship, R-D Large (AOR) (STBD) SIMILAN Class Fuel Barge (Gasoline)/ Fuel Barge (YO/YOG) CHULA Class

Code: R — Receive D — Deliver

Notes: All rigs are both port and starboard unless otherwise noted.

TH2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

TH2-6 CHANGE 1 TURKEY INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER TU2 Scheduling Replenishment at Sea — Turkey

TU0230 Turkish Rigs

See Table TU2-1.

TU0240 Turkish Ships

See Figures TU2-1 through TU2-4.

TU2-1 CHANGE 1 ATP 16(D)/MTP 16(D)

Table TU2-1. Rigs Used by Turkey (Sheet 1 of 2)

TURKEY FUEL RIG

Crane or Small Large Close In Span Wire Astern Ship Type or Derrick Derrick Class

Auxiliaries (AOR) D

Frigates RRR

Submarines

Code: R — Receive D — Deliver

Note: All rigs are both port and starboard unless otherwise noted.

TU2-2 CHANGE 1 ATP 16(D)/MTP 16(D)

Table TU2-1. Rigs Used by Turkey (Sheet 2 of 2)

TURKEY TRANSFERRING SOLIDS AND PERSONNEL

Wire Heavy Manila Light Tensioned Burton Housefall Ship Type or Highline Jackstay Highline Jackstay Highline Class

Auxiliaries (AOR) R R-D R-D

Frigates R R R-D R-D

Submarines R-D (1)

Code: R — Receive D — Deliver

Note: All rigs are both port and starboard unless otherwise noted.

(1) Only GUPPY Class submarines for one person or equal in size and weight.

TU2-3 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A580Name of Ship TCG AKAR No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) 203 mm

64 mm Capacity Metric Ton (m3) 9,500 2,600 Capacité Tonne Mètrique (m3)

Maximum Rate of 420 50 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 0 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure TU2-1. TCG AKAR

TU2-4 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE 467 215 0 FROM BOW

143 71 0

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A595Name of Ship TCG YARBAY KUDRET GÜNGÖR No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) Single Hose

Capacity Metric Ton (m3) 9,980 2,700 Capacité Tonne Mètrique (m3) 7 inch 4 inch

Maximum Rate of 500 m3/hr 100 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 0 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure TU2-2. TCG YARBAY KUDRET GÜNGÖR

TU2-5 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A570Name of Ship TCG TASKIZAK No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) 64 mm

Capacity Metric Ton (m3) 778 Capacité Tonne Mètrique (m3)

Maximum Rate of 30 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 0 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure TU2-3. TCG TASKIZAK

TU2-6 CHANGE 1 ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A575Name of Ship TCG INEBOLU No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides) 204 mm

51 mm Capacity Metric Ton (m3) 853 m3 70 m3 Capacité Tonne Mètrique (m3)

Maximum Rate of 200/150 m3/hr 20 m3/hr Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 0 Levage Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure TU2-4. TCG INEBOLU

TU2-7 CHANGE 1 ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

TU2-8 CHANGE 1 UNITED KINGDOM INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER UK1 Concept of Replenishment at Sea — United Kingdom

UK0131 Planning Factors

Fuel and ammunition may not be received simultaneously in UK vessels under any circumstances unless there is an imminent operational necessity and then only with the approval of the OTC. When transfer is approved, a distance of 18 meters is to be maintained between the reception points.

UK1-1 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

UK1-2 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER UK2 Scheduling Replenishment at Sea — United Kingdom

UK0200 General Considerations

1. Use of More than One Jackstay Simultaneously. Care should be taken to ensure that the distances between highpoints in the delivering ship and receiving ship are similar if more than one heavy jackstay rig is to be passed. During multiship store replenishments, rigs that are diagonally opposed should not be used simultaneously because of the turning moment applied to the supply ship.

2. Royal Fleet Auxiliary (RFA) Manning Limitations (ROVER and LEAF Class). The com- plements of RFAs permit only the following combinations of replenishments.

a. Peace Complement.

(1) Not more than one abeam replenishment for either fuel or stores, but not both, concurrent with one fuel replenishment astern for a period not exceeding 8 hours.

(2) The astern rig cannot be streamed or recovered, neither can a helicopter be operated, during an abeam replenishment.

b. War Complement.

(1) Two ships can be replenished abeam with fuel only, concurrent with one fuel replenishment astern. For the ROVER Class, a 15 minute gap is required between customer ships hooking up.

(2) On LEAF Class ships, only one abeam rig can be used while streaming or recovering the astern rig or during helicopter operations.

3. Transfer of AVCAT from ROVER Class to Frigate. To prevent excessive interaction experienced when using the after reception position, a frigate with an AVCAT connection aft should use the forward reception position, transferring fuel to the after connection by means of additional lengths of hose. For this purpose ROVER Class tankers carry extra hoses, which they should transfer prior to fueling.

UK0230 United Kingdom Rigs

See Table UK2-1.

UK0240 United Kingdom Ships

See Figures UK2-1 through UK2-11.

UK2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK2-1. Rigs Used by United Kingdom (Sheet 1 of 2)

FUEL RIG UNITED KINGDOM Crane or Span Small Close In Large Derrick Jackstay Astern Wire Ship Type or Class Derrick Oilers: OAKLEAF R (2) - D (1) R R (2) - D (1) R (2) - D (1) ROVER Class R - D (2) (3) R R (2) - D (1) R(2)-D BAYLEAF R-D(1) R R (2) - D (1) R (1) - D (2) ORANGELEAF R-D(1) R R (2) - D (1) R (1) - D (2) BRAMBLELEAF R-D(1) R R (2) - D (1) R (1) - D (2)

Reserve Tankers R R R (2) R - D

CVSs and Assault Ships R - D (2) R R (2) R (2) R

Destroyers and Frigates R R R R R

Submarines R R

MCMVs R R

Landing Ships Logistic R R R R (2) R (LSL) Ammunition, Refrigera- tion, and Stores Ships: AFS (H) R RR R FORT GEORGE (AOR) R R R-D R-D FORT VICTORIA (AOR) R R D R-D

Code: R – Receive D – Deliver

Notes: All rigs are both port and starboard unless otherwise noted. All heavy jackstay rigs are for 2-ton transfers unless otherwise noted. Details of the various types and quantities of lubricating oil (LO) carried by RFAs are published in Fleet Administrative and General Orders (FLAGOs). All supply ship tension winches are protected by Slipping Clutches.

(1) Port only. (2) Starboard only. (3) ROVER and all LEAF Class tankers will deliver probe by nontensioned jackstay or port side only.

UK2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK2-1. Rigs Used by United Kingdom (Sheet 2 of 2)

UNITED KINGDOM TRANSFERRING SOLIDS AND PERSONNEL

Tensioned Wire Heavy Manila Light Housefall Ship Type or Class Highline Highline Jackstay Highline Jackstay

Oilers: OAKLEAF R R R R R-D ROVER Class R R R-D(1) R R-D BAYLEAF R R R R R-D ORANGELEAF R R R R-D BRAMBLELEAF R R R R R-D

Reserve Tankers R-D

CVSs and Assault Ships R R-D R R

Destroyers and Frigates R R R R-D

Submarines

MCMVs R

Landing Ships Logistic R R R R R-D (LSL)

Ammunition, Refrigera- tion, and Stores Ships: AFS (H) R R-D R R-D FORT GEORGE (AOR) R R-D R R-D FORT VICTORIA (AOR) R-D R-D

Code: R – Receive D – Deliver

(1) Normally rigged on port side with capability to re-rig on starboard side. 12 hours notice required.

UK2-3 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A269 Name of Ship RFA GREY ROVER No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 4,572 193 or (ou) 304 Capacité Tonne Mètrique (m3) 305 193 2 Grades, 25, 25

Maximum Rate of 609 76 76 Pumping by Hose Ton (m3)/hr 76 76 51 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 0 Standard (Normale) Hélicoptère Maximum (Maximale)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-1. RFA GREY ROVER (AOL A269) (UK)

UK2-4 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A271 Name of Ship RFA GOLD ROVER No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 4,572 193 or (ou) 304 Capacité Tonne Mètrique (m3) 305 193 2 Grades, 25, 25

Maximum Rate of 609 76 76 Pumping by Hose Ton (m3)/hr 76 76 51 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 0 Standard (Normale) Hélicoptère Maximum (Maximale)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-2. RFA GOLD ROVER (AOL A271) (UK)

UK2-5 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A273 Name of Ship RFA BLACK ROVER No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 4,572 193 or (ou) 304 Capacité Tonne Mètrique (m3) 305 193 2 Grades, 25, 25

Maximum Rate of 609 76 76 Pumping by Hose Ton (m3)/hr 76 76 51 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 0 Standard (Normale) Hélicoptère Maximum (Maximale)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-3. RFA BLACK ROVER (AOL A273) (UK)

UK2-6 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A109 Name of Ship RFA BAYLEAF No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 27,395 1,450 DRUMS Capacité Tonne Mètrique (m3) 4,924

Maximum Rate of 900 40 Pumping by Hose Ton (m3)/hr 900 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 0 Standard (Normale) Hélicoptère Maximum (Maximale)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-4. RFA BAYLEAF (AOT A109) (UK)

UK2-7 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A81 Name of Ship RFA BRAMBLELEAF No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 26,500 1,450 DRUMS Capacité Tonne Mètrique (m3) 4,924

Maximum Rate of 900 40 Pumping by Hose Ton (m3)/hr 900 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 0 Standard (Normale) Hélicoptère Maximum (Maximale)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-5. RFA BRAMBLELEAF (AOT A81) (UK)

UK2-8 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A110 Name of Ship RFA ORANGELEAF No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 19,324 1,450 DRUMS Capacité Tonne Mètrique (m3) 4,924

Maximum Rate of 900 — Pumping by Hose Ton (m3)/hr 900 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 0 Standard (Normale) Hélicoptère Maximum (Maximale)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-6. RFA ORANGELEAF (AOT A110) (UK)

UK2-9 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A111 Name of Ship RFA OAKLEAF No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 33,700 1,450 DRUMS Capacité Tonne Mètrique (m3) 4,924

Maximum Rate of — — Pumping by Hose Ton (m3)/hr — Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 0 Standard (Normale) Hélicoptère Maximum (Maximale)

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-7. RFA OAKLEAF (AOT A111) (UK)

UK2-10 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A388 Name of Ship RFA FORT GEORGE No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 11,000 Nil 380 Capacité Tonne Mètrique (m3) 1,000 125 3 Grades, 50, 25 and 50

Maximum Rate of 730 — 100 Pumping by Hose Ton (m3)/hr 730/120 — 56 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station 3,377 m3 EXPLOSIVES 2,941 m3 STORES Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 0 Standard (Normale) 1,360 kg Hélicoptère Maximum (Maximale) 2,721 kg

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-8. RFA FORT GEORGE (AOR A388) (UK)

UK2-11 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A387 Name of Ship RFA FORT VICTORIA No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 11,000 Nil 380 Capacité Tonne Mètrique (m3) 1,000 125 3 Grades, 50, 25 and 50

Maximum Rate of 730 — 100 Pumping by Hose Ton (m3)/hr 730/120 — 56 Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 3,377 m3 EXPLOSIVES 2,941 m3 STORES Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 0 Standard (Normale) 1,360 kg Hélicoptère Maximum (Maximale) 2,721 kg

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-9. RFA FORT VICTORIA (AOR A387) (UK)

UK2-12 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A385 Name of Ship RFA FORT ROSALIE No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) — — 700 Capacité Tonne Mètrique (m3) — — —

Maximum Rate of — — 100 Pumping by Hose Ton (m3)/hr — — — Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 1 Standard (Normale) 1,360 kg Hélicoptère Maximum (Maximale) 2,721 kg

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-10. RFA FORT ROSALIE (AFS (H) A385) (UK)

UK2-13 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Pt Number A386 Name of Ship RFA FORT AUSTIN No. de Coque Nom du Bâtiment

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) — — 700 Capacité Tonne Mètrique (m3) — — —

Maximum Rate of — — 100 Pumping by Hose Ton (m3)/hr — — — Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Levage Plateforme pour 1 Standard (Normale) 1,360 kg Hélicoptère Maximum (Maximale) 2,721 kg

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure UK2-11. RFA FORT AUSTIN (AFS(H) A386) (UK)

UK2-14 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER UK4 Communications, Signals, and Lighting — United Kingdom

UK0430 Transfer Station Markers and Distance Lines

1. Self-Tautening Day Distance Line. The distance line is to be made up in accordance with Figure UK4-1, except that each marker is to be a 23 cm equilateral triangle of painted canvas. The line is finished with a non-swivel Inglefield clip at each end. Once the line is passed, the ship keeping station is to supply and attach a four-parted monkey’s fist that is then led through the forward fairlead on the engaged side, across the forecastle, and out the fairlead on the opposite side. The end is allowed to trail freely in the sea, where the drag on the monkey’s fist tautens the line between the delivering and receiving ships.

UK0452 Approach and Station Keeping Lights

1. Kingpost Lighting. RFAs exhibit a hooded red light from the top of the aftermost kingpost. The light (one-cell flashlight) is aimed downward and outward at a 45° angle and serves as a range light to assist in abeam station keeping.

2. Astern Fueling Lighting Measures. RFA tankers exhibit a red light on the marker buoy float. Station keeping is aided by observing the dimmed white shaded stern light on the oiler. The wake light, contour lights, and red masthead lights are not exhibited during astern fueling operations.

UK4-1 ORIGINAL ATP 16(D)/MTP 16(D)

9 meters

TAILING

3 meters

TAILING

Figure UK4-1. Distance Line Markings (Daylight Operations)

UK4-2 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER UK5 Emergency Procedures and Safety Precautions — United Kingdom

UK0501 Preparations for Emergency Breakaway

1. Preparation of Lines. The sliprope required for UK fuel rigs shall be 89 mm (28 mm diameter) manila rope.

UK0506 Special Precautions for Particular Rigs

1. Jackstay Fueling. The hose is disconnected and the hose pendant slipped from the highpoint by the slip provided. As soon as possible, and when the tanker has the weight of the hose on the saddle whips, the support line is detensioned and slipped from the highpoint by the slip provided. The messenger, telephone cables, and distance lines are cast off or parted if necessary.

UK5-1 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

UK5-2 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER UK6 Transfer of Liquids — United Kingdom

UK0602 Ballasting and Deballasting

RFA tankers need to ballast to maintain stability as the cargo is discharged. Unless good warning of requirements has been given, the replenishment may need to be broken off to permit the tanker to undertake urgent ballasting.

UK0610 General Description of Fueling Methods

UK0611 Abeam Fueling

NOTE

The limiting distances between ships operating these rigs are shown in Table 3-1.

1. Large Derrick Rig. This is a standard rig fitted on some RFA tankers. The tankers are normally rigged with double 152 mm hoses for transfer of main fuels with one or two 76 mm or 63 mm hoses lashed to the large hoses for transfer of auxiliary fuels or fresh water.

2. Crane Rig, Fueling Boom Rig, and Small Derrick Rig. These rigs are used for carrying out fueling abeam between UK warships. The crane and fueling boom will be rigged with one 152 mm hose only for transfer of main fuel. The small derrick rig is normally rigged with one 152 mm hose. Alter- natively, one 152 mm hose and one 76 mm hose, or two 76 mm hoses can be rigged and both fuels transferred simultaneously.

3. Jackstay Fueling Rig. This is a standard rig fitted in RFA fleet tankers. The tankers are normally rigged with double 152 mm hoses for transfer of main fuels with one or two 76 mm or 63 mm hoses lashed to the large hoses for transfer of auxiliary fuel or fresh water. Fuels may be transferred through both the 152 mm hoses and one small hose simultaneously.

UK0612 Astern Fueling

Astern fueling is a standard method of refueling.

NOTE

UK tankers use the Quick-Release Coupling Mk II for connection to UK receiving ships.

UK0620 Standardization of Fueling Couplings

UK0621 Quick-Release Coupling Mk II

1. The Quick-Release Coupling Mk II (male and female) (see Figure UK6-1) and associated shut-off valve is an acceptable alternative to the standard breakable-spool coupling. It can be used for transfer of the following fuels:

a. F-44, Turbine Fuel, Aviation (AVCAT).

b. F-75 and F-76 Fuel, Naval, Distillate.

UK6-1 ORIGINAL ATP 16(D)/MTP 16(D)

VALVE

OR EYEBOL

TING SPRING-LOADED

WOOD CHOCK

AINING WIRE FROM

T) (NOT SHOWN)

IN RECEIVING SHIP

EYEBOL

O PROTECT

QUICK RELEASE COUPLING FEMALE INCORPORA NON-RETURN FLAP

8mmRET HOSE T (WITH 5T SNAPHOOK ON EYELBOL

HANDWHEEL

SLEEVE

ROTATING RIBBED SCROLL

ALVE

FOR

-OFF V

OR CAP

ANNERS FOR SECURING

O SHUT

ALVE

TCH

PROTECT MALE COUPLING

SHUT OFF V

FROM DELIVERING SHIP

RETAINING SLOT

SLOTS FOR “C” SP MALE COUPLING T

SECURING CA

QUICK RELEASE COUPLING MALE

Figure UK6-1. Quick-Release Coupling Assembly Mk II (UK Specification)

UK6-2 ORIGINAL ATP 16(D)/MTP 16(D)

c. F-77 and F-82 Fuel, Residual, Boiler.

NOTE

Nations that use this coupling should also provide adapters to operate with those that use the breakable-spool coupling.

2. The female coupling incorporates a thread suitable for connection to the customer ship’s deck elbow or the coupling of an intermediate hose, if applicable. (The female coupling incorporates a 203 mm UNS 4 threads-per-inch female thread.)

3. The male coupling incorporates a thread suitable for connection to the shut-off valve. (The male coupling incorporates a 203 mm UNS 4 threads-per-inch female thread.)

4. The shut-off valve incorporates a thread suitable for connecting to the male coupling at its outboard end and a thread suitable for connecting to the hose coupling at its inboard end. (The shut-off valve incorporates a 203 mm UNS 4 threads-per-inch male thread at the outboard end and a 203 mm UNS 4 threads-per-inch female thread at the inboard end.)

5. The shut-off valve is self-holding in any position from open to shut and can therefore be used to control the flow rate. It cannot slam shut and give rise to high impulse pressures in ships’ systems and may be opened and shut against pressure.

CAUTION

When opening or closing the shut-off valve, care should be taken to avoid damage to the securing catch which will protrude from the valve body assuring rotation of the ribbed scroll sleeve.

6. The shut-off valve is in the fully shut position when the securing catch is engaged in its retaining slot on the valve body.

a. The valve is opened by first depressing the spring-loaded securing catch clear of its retaining slot and turning the ribbed scroll sleeve by hand in the direction of the arrow pointing towards “O” (for OPEN) embossed on the valve body. After rotating the sleeve through approximately 330°, the securing catch will spring automatically into a recess on the valve body and rest against a chamfered stop. This is the fully open position.

CAUTION

The valve does not have a recess on the body valve at 330°. It is important that this valve is not forced round to the 360° recess.

b. The valve is shut by first depressing the securing catch clear of the valve body recess and rotating the ribbed scroll sleeve by hand in the direction of the arrow pointing to “S” (for SHUT) until the securing catch engages automatically in its retaining slot.

UK6-3 ORIGINAL ATP 16(D)/MTP 16(D)

UK0630 Abeam Fuel Rigs

Note: The following paragraphs present details of UK rigs and procedures used in lieu of fuel STREAM rig. Paragraph numbering therefore does not parallel that of Chapter 6.

UK0631 Basic Equipment

1. Inglefield Clips. Inglefield clips are fitted 2 meters apart at 36 to 42 meters from the outboard end of the hose line for quickly attaching and taking across the distance line, telephone cables, and messenger. The hose line consists of 55 fathoms (100 meters) of 21 mm braided line tailed with 27 fathoms (50 meters) of 12 mm polyester cordage. When securing a gunline to a hose line, the gunline should first be thoroughfooted to a separate, loose Inglefield clip, and then clipped on to the messenger by it.

UK0632 Hoses and Markings

1. Hoses and Markings. Liquids are transferred as follows:

a. Dieso (F-76). Dieso (F-76) by 152 mm rubber hoses. These hoses are not to be used for the transfer of any other liquid.

b. Aviation Fuel (F-44). Aviation fuel (F-44) by 152 mm rubber hoses. Hoses marked AV- CAT may also be used for AVGAS if required and vice versa after thorough draining. They should not be used for DIESO except in an emergency. The 76 mm hoses are used for the transfer of AVCAT to destroyers and frigates.

c. Potable Water. Potable water is transferred abeam by 76 mm general purpose hose that has not been used for any other purpose.

d. Lubrication Oil (LO). Lubrication oil (LO) is usually transferred in drums, using the heavy jackstay rig. However, the AOR is fitted with bulk stowages and transfers lube oil by clean 76 mm gasoline hoses and 64 mm hoses.

(1) To provide emergency breakaway facilities, tankers are supplied with 1.2 meter cuttable lengths of hose with suitable end fittings. A length is fitted between the ball valve at the end of each supply hose and the deck elbow of the customer ship.

(2) Most HM ships of frigate size and above are provided with deck elbow connections or adapters to suit the appropriate size of hose for the particular grade of LO. Ships not so fitted are to make arrangements for the deck elbow to be modified or a suitable adapter made.

(3) In certain classes or ships, the LO filling point is situated some distance from the RAS reception position. Extra hose lengths are carried in AOR, and ROVER Class tankers for passing to HM ships to bridge this separation.

(4) Where it is not possible for the RFA to supply the numerous grades of LO through separate hoses, clearing of hoses after transfer of LO is to be effected by draining or sucking back by the tanker’s pump(s). A period of 5 to 10 minutes is to be allowed for this operation before closing the shut-off valve on the outboard end of the tanker’s hose. On completion of draining down, the RFA will signal, “RAS completed,” and the receiving ship can commence disconnecting.

e. Marking of Hoses. To provide ready means of identification in receiving ships and to identify hoses returned to store for reissue, all hoses are marked with the name of the fuel for which they are used. Each length of hose should be marked near the male coupling in white or luminous paint in block letters not less than 76 mm high with DIESO, AVCAT, WATER, or LO (and grade).

UK6-4 ORIGINAL ATP 16(D)/MTP 16(D)

f. Abeam or Astern. Abeam replenishment hoses are specified to be capable of stretching a certain amount under tension without breaking, whereas astern hoses are specified to be virtually non-stretchable. Abeam hoses should not be used astern, nor astern hoses abeam.

2. Quick-Release Coupling Mk II Procedures. The standard coupling for use between UK ships for both abeam and astern fueling of main fuels is the Quick-Release Coupling Mk II. (The exception to this is the provision of the probe receiver for diesel fuel transfers abeam.)

a. The male coupling is screwed next to the shut-off valve on the end of the supplying ship’s hose and the female coupling is screwed to the deck elbow or receiving ship’s length of hose. This female coupling is fitted with a non-return valve. The protector cap is fitted over the male coupling during transit of the hose rig.

b. The shut-off valve is opened and shut by first depressing the securing catch clear of its retaining slot and returning the ribbed scroll sleeve by hand. The scroll sleeve requires turning approximately 330° from full open to shut or vice versa. The direction of turning for the open and closed positions is indicated on the body of the valve adjacent to the scroll. The valve is self-holding in any position from open to closed and can therefore be used to control the flow. It cannot slam shut and give rise to high impulse pressures in ships’ systems. It can be opened or shut by hand against pressure. Open and shut positions are highlighted in white paint.

Shut-Off Valve — Emergency Shutting. If there is a danger of flooding mess decks or strain- ing tanks, shut the valve at the reception point — but only in emergency.

Note: Waterproof grease should only be used for its lubrication, and great care should be taken not to over-grease to avoid filling the guide slots in the body.

c. The protector cap is operated by turning the center spindle eyebolt by hand about six turns to open the engaging dogs. The cap can then be mated over the male coupling nose cone, and six turns will engage the dogs and lock the cap over the male coupling. The protector cap must be secured to the hose line by a suitable lashing on the abeam rig.

d. The handwheel of the female coupling on the receiving ship operates three dogs that hold the couplings in engagement. The handwheel has two working positions, “Release” and “Engage,” in which it is held by a spring-loaded locking lever engaging in slots in the body of the coupling. To engage or release the coupling, the lever is gripped in the same action as that of gripping the handwheel which is then turned through an arc of 80°, the appropriate direction of rotation being shown by indicator plates.

e. To engage coupling, remove the protector cap from the male coupling nose cone by turning the center spindle eyebolt. Check that the handwheel on the female coupling is in the release position. Engage the male nose cone into the female coupling attached to the deck elbow. Grip the locking lever and handwheel and turn to the engage position, allowing the lever to drop into the locating slot at this position. Open the shut-off valve.

f. To release coupling, stop pumping. Close the shut-off valve. Grip locking lever and handwheel, turn the handwheel to release position and allow the lever to drop into this locating slot. Coupling is now free to disengage. Remate the protector cap over the nose cone on the male coupling by turning on the center spindle eyebolt.

Note: To facilitate operation, receiving ships should ensure that the female coupling is rigged so that the locking lever (in the release position) is as near the 12 o’clock position as possible.

UK6-5 ORIGINAL ATP 16(D)/MTP 16(D)

THE THREE

ATT 0249/458-9510

TAIL PIECE PATT 0249/520-7990

TS ON THE P

ALVE

COUPLING THE TAIL PIECE IS SECURED BY PATT 0249/458-9510 SWING BOL NATO SWING BOL COUPLING

SHUT OFF V PATT 0249/458-9515

. DIA

HOSE

TUBE

TERIAL

TAIL PIECE

STEEL 140 mm EXT 127 mm BORE

EYEPLA 16 mm MA 32 mm EYE

305 mm

686 mm

Figure UK6-2. Abeam Fuel Rigs — Tail Piece for Trunk Fueling (UK Specification)

3. Tail Piece/Pigtail for Trunk Fueling. To fuel ships equipped with the open trunk system, the pigtail shown in Figure UK6-2 can be fitted.

UK6-6 ORIGINAL ATP 16(D)/MTP 16(D)

4. Special Liquids Fittings.

a. Lubricating Oil. Lubricating oil is transferred through 76 mm or 64 mm hose (see Figure UK6-3). A protector plug is screwed into the outboard female end.

Note: In case of an emergency breakaway, the outboard 1.2 meter length of hose is to be severed with an axe.

b. Fresh Water. See Figure UK6-3.

c. Antichafing Arrangements. Hoses are subject to considerable chafe when in contact with ship’s structure and in the saddles; therefore, protective measures, usually in the form of coco matting, should be taken.

UK0633 Details of Fueling Rigs

Temporary Guardrails for All Abeam Fueling Rigs. A double temporary guardrail is recommended: both lines stemming from the same point; one passing over the hose and one under it so that an effective guard is provided whether the hose is high or low.

UK0634 Jackstay Fueling Rig

1. Details of the rigging are shown in Figures UK6-4 and UK6-5. The outboard hose end arrangement is shown in Figures UK6-6/7.

2. Tankers are normally rigged with double 152 mm hoses for transfer of main fuels with one or two 76 mm or 63 mm hoses lashed to the large hoses for transfer of auxiliary fuel or fresh water. Fuels may be transferred through both the 152 mm hoses and one small hose simultaneously.

3. The rig consists of 8 lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard end. This end length is provided with antichafe material covering. The hose is secured into each saddle by lashings.

4. A hose line is used in conjunction with a jackstay gripper to haul over the support line and then the hose, which is hooked to the outboard hose pendant and lashed along the hose end (see Figures UK6-6/7). This line is made up of 60 fathoms of 21 mm (70 mm circumference) nylon line tailed with 27 fathoms (50 meters) of 12 mm (38 mm circumference) polyester.

Note: Ships are to indicate in their RAS signal the required distance from the bitter end of the support line to the gripper.

5. An Inglefield clip is fitted at the outboard end for securing the gunline and at 2 meter intervals from 36 meters to 42 meters from the outboard end. Four Inglefield clips are fitted for securing the distance line, telephone cables, and messenger.

6. Rigging the Receiving Ship.

a. A slip is shackled into the link of the top highpoint.

b. Snatch blocks to run the outhaul to a winch are rigged as required.

c. The fueling deck elbow and appropriate hose coupling are set up in position. In some ships it may be necessary to run fuel hose from the deck plate position to the reception station. A drip tray is provided at the hose coupling position.

UK6-7 ORIGINAL ATP 16(D)/MTP 16(D)

ATT

76 mm MALE 76 mm MALE WHITGAS WHITGAS

ADAPTER P 0249/458-9521

AT THE

O CLOSE

ATT 0249/458-9447

AND T

ATT 0249/458-9533 ATT

AVCAT

ATER

BE FITTED

ARE USED)

FRESH W ADAPTER P CIVGAS & AVCAT ADAPTER P HOSE 76 mm HOSE 76 mm P HOSE 152 mm 0249/458-9504 PATT 0249/458-9450 PATT 0249/458-9499

TO COUPLERS

CAPS OR PLUGS WILL OUTBOARD END CONNECTIONS FOR UP THE HOSE ENDS. PROTECTION OF THREADS

’ OUTBOARD HOSE ENDS.

AIN

YING SHIPS

ALONG

ATION.

ABA C ABA C

DECK PLA

BE CARRIED IN

END CONNECTION 76 mm FEMALE HOSE 64 mm - LENGTH 1.2 meters WHITGAS 0249/529-7379 END CONNECTION 64 mm FEMALE BSP 0249/529-6098

HOSES. IN CERT

C HOSE 76 mm - LENGTH 1.2 meters

O THE RECEIVING SHIP

DETAILS OF SUPPL

ARATION.

(OTHER THAN RIGS ON WHICH NA

AND SENT T

- OMD 1 -OM100&OEP

HOSE LENGTHS WILL

ADAPTER SHUT-OFF BALL ADAPTER VALVE 64 mm SHUT-OFF BALL VALVE 76 mm

A B A B

THE 76 mm OR 64 mm HOSE IS LASHED THE MAIN 152 mm FUEL IS REMOTE FROM THE TRANSFER ST RECEIVING SHIPS THE LUB OIL EXTRA

TANKERS TO BRIDGE THIS SEP

LUB OIL HOSE 76 mm LUB OIL PATT 0249/458-9447 HOSE 64 mm PATT 0249/529-6097 6.1 meters

Figure UK6-3. Abeam Fuel Rigs — Hose End Connections (UK Specification)

UK6-8 ORIGINAL ATP 16(D)/MTP 16(D)

E - 6 meters

75 FMS (137 meters)

35 FMS (64 meters)

55 FMS (100 meters)

E.S.F.S.W.R

O No. 4 SADDL

O No. 3 SADDLE - 21 meters O No. 2 SADLE - 29 meters O No. 1 SADDLE - 21 meters

No. 4 SADDLE WHIP 12 mm DIA BLOCK 203 mm No.3 SADDLE WHIP 24 mm DIA BLOCK 355 mm No. 2 SADDLE WHIP 24 mm DIA

ANCE 42-55 meters

G H

J K

WORKING DIST

FROM OUTBOARD END T FROM No. 4 SADDLE T FROM No. 3 SADDLE T FROM No. 2 SADDLE T

E.S.F.S.W.R.

NORMAL

SUPPORT LINE 28 mm DIA TRAVELER BLOCK HOSE SADDLE ROLLER BOX SHEAVE 4.57 mm

HOSE LENGTH

B C D E

WINCH

ATION

AY RIG

SUPPORT LINE A.T. WINCH

No. 2 WHIP

’S RAS DECK

ARRANGEMENT

TANKER

No. 1 No. 4 WHIP WHIP

AT A JACKST

TRANSFER ST

GANTR OVER

TANKER

WINCH

WINCHES

Figure UK6-4. Jackstay Rig (UK Specification)

UK6-9 ORIGINAL ATP 16(D)/MTP 16(D)

1 1 1

2 2

4* 1*

LEAF

CLASS

1 1 1

2 2

AND

4* 1*

CLASS

ROVER

1 1

2 2

5* 1*

CLASS

AS REQUIRED FOR DOUBLE 150 mm BORE HOSE RIGS.

1 1

2 2

5* 1*

1or2 1or2

9or8 9or8

OLWEN AND TIDE

ARE SHOWN IN FIGURE 6-20.

1 1

2 2

4* 1*

WEN & TIDE CLASS ONL

AY PROBE (JP) RIGS

RIGS - OL

OUTBOARD HOSE END CONECTIONS FOR 76 mm 63 mm BORE HOSES J&JP

AND JACKST

AND D

ARE FOR SINGLE HOSE FLEETS

‘B’ END & BLANKING PLA

PROBE COUPLING

HOSE 150 mm BORE 4.5 meters LENGTH

HOSE 76 mm BORE 18 meters LENGTH HOSE 63 mm BORE 18 meters LENGTH HOSE 76 mm BORE 6 meters LENGTH HOSE 63 mm BORE 6 meters LENGTH

HOSE 150 mm BORE 9 meters LENGTH

SINGLE HOSE CLAMPS FOR 150 mm SINGLE HOSE RIGS J, D, & JP

DOUBLE HOSE CLAMPS FOR 150 mm DOUBLE HOSE RIGS J

COUPLING

OR FOR USE WITH

NUMBERS SHOWN

DESCRIPTION

ASSEMBL

ALVE

DIESO AVCAT

AY (J), LARGE DERRICK (D),

ADAPT

Y EITHER ONE,

Y Y

TE.

Y BE REQUIRED DEPENDING ON POSITION OF DECK FILLING CONNECTION

JACKST

SHUT OFF V BREAKABLE SPOOL

AVCATFWORLO LO ONL AVCATFWORLO LO ONL

PROBE BODY

PROBE NOSE

SECURING a) SINGLE HOSE CLAMP b) DOUBLE HOSE CLAMP

HOSE(S) MA

AS APPROPRIA

ALL 150 mm HOSE RIGS CARR TWO OR THREE 150 mm or 63 mm BORE HOSES

ITEM

* ADDITIONAL

Figure UK6-5. Abeam Fuel Rigs — Assembly of Hoses (UK Specification)

UK6-10 ORIGINAL ATP 16(D)/MTP 16(D)

HOSELINE

WOOD CHOCK

KL M

ALVE

AND

CORDAGE LASHINGS

HOSE HANGING

HOOK SHUT OFF V COUPLING BREAKABLE SPOOL ADAPTER DECK ELBOW

G H J K L M

COUPLING CONNECTED

SLIP ROPE RIGGED

HOSES BEING HAULED OVER

HOSES SECURED BY

HOSE LINE UNHOOKED COILED DOWN ON DECK

PENDANT FUEL

HOSE 4.5 meters LENGTH

’S HOSE

ADEFG

SHACKLE ADAPTER DOUBLE HOSE CLAMP SHACKLE HOSE LINE PENDANT (20 mm DIA) LENGTH 0.9 meters RING 32 mm (127 mm INT DIA)

A B C D E

RECEIVING SHIP HANGING PENDANT

ACKLES

RECEIVING

RECOVER DOUBLE 152 mm LINE HOSE RIG

STEADYING T RIGGED BY SHIP

NOTE: For arrangement with Quick-Release Coupling, see Figure UK6-7.

Figure UK6-6. Abeam Fuel Rigs — Outboard Hose End (UK Specification)

UK6-11 ORIGINAL ATP 16(D)/MTP 16(D)

FIBER ROPE)

TURAL

DECK ELBOW (R)

ITEM

OR CAP

SHUT-OFF VALVE QUICK RELEASE COUPLING MALE, MK II PROTECT QUICK RELEASE COUPLING FEMALE, MK II DECK ELBOW SHACKLE

.R.

N O

P Q

R S

PIGTAIL (10 meters of 16 mm NA

HOSELINE

SHUT-OFF VALVE (N)

PROTECT CAP (P)

.R.

QUICK RELEASE COUPLING

ANTI-CHAFE

HOSE LINE PENDANT 21 mm BRAIDED NYLON

ADAPTER

ITEM

HOSE HANGING PENDANT 20 mm S.W

ARRANGEMENTS IN RECEIVING SHIP

HOSE LASHINGS (9 mm CORDAGE)

RING SHACKLE THIMBLE HOSE, 4.5 meters, SECURING AND CLAMP

HOSE LINE PENDANT 20 mm S.W

G H J K L

HOSE BEING HAULED OVER

AND SECURING

.R.

Y LINE

Y ONE

YBE

RECOVER 12 mm S.W

HOSE END

OGTHER WITH

NORMALL

PAUNCH MA

Y LINE

SNATCH BLOCK

ITEM

TION SHOWS ONL

SLIP LINK THIMBLE TUFNEL SHACKLE SPRING HOOK

RECOVER

HOSE LINE PENDANT

A B C D E F

ILLUSTRA 152 mm HOSE WHEREAS TWO 152 mm HOSES T TWO SMALLER HOSES (76 mm OR 64 mm) WILL RIGGED.

NOTE: For arrangement with Breakable-Spool Coupling, see Figure UK6-6.

Figure UK6-7. Abeam Fuel Rigs — Derrick Rig Reception (UK Specification)

UK6-12 ORIGINAL ATP 16(D)/MTP 16(D)

d. Shot mats are provided, the guardrails are lowered, and temporary guardrails rigged.

e. Steadying tackles are made ready to secure the supplying ship’s hose at the deck edge.

7. Passing and Securing the Jackstay Fueling Rig.

a. The gunline is fired and hauled over bringing the tail of the hose line to which are clipped the distance line, telephone cables, and messenger.

b. When the distance line, telephone cables, and messenger have been unclipped and taken to their positions, the hose line is clipped to the receiving ship’s strayline messenger that is already rove through the highpoint block and leading blocks. The strayline messenger and hose line are then hauled in either by the RAS winch or by hand.

c. Once the support line outboard link is secured to the highpoint in the receiving ship, the weight is taken off the combined support line messenger/hose line and the gripper is removed by pulling the gripper release lanyard inboard in line with the support line.

d. As the receiving ship hauls the hose, the tanker will pay out on the saddle whips as necessary.

e. When the outboard hose end comes to the receiving ship’s deck, the hose lashings to the combined support line/hose messenger are cut and the outboard hose end is lowered to the deck on the shot mats. The hose hanging pendant is hooked into the ring.

f. The temporary guardrail is rigged and the steadying tackles are rigged each side of the hose at the deck edge.

g. The hose can now be connected and fueling commenced.

h. A 28 mm (89 mm circumference) manila, natural or sisal sliprope is rigged as described in paragraph UK0637.5h.

i. The combined support line/hose messenger is then unhooked and coiled down on deck.

8. Disengaging and Returning the Jackstay Fueling Rig.

a. Once the order to start pumping has been given, the hose line should be disconnected and the sliprope quickly rigged.

b. When the messenger is no longer required, the gripper is attached to the hose line and both are returned on the messenger to the tanker.

c. On completion of fueling, when the hose is being disconnected, the steadying tackles are removed and the telephone cables and distance line can be paid out to their bitter ends and let go. The distance line lights, whether electric or chemical, should not be damaged by water and so the night distance line may be paid out to the end and let go.

d. On completion, the hose end should be disconnected, the weight taken on the sliprope, and the hose hanging pendant unhooked, taking care that the hose ends and the remaining bight of the combined support line/hose messenger are clear of obstructions before slipping.

e. The 10 meter pigtail of 16 mm natural fiber rope that is attached to the hose end for assisting the tanker to recover the hose must be passed outboard during the final stages of disengaging.

UK6-13 ORIGINAL ATP 16(D)/MTP 16(D)

f. As soon as the hoses have been recovered, the tanker should slacken off the support line which can then be slipped direct or with a sliprope by the receiving ship. In rough weather, easing out the support line on a sliprope may prove more practicable.

g. Timing is critical if final disengagement is by cutting the sliprope. The sliprope must not be cut until the tanker gives the “Trip pelican hook” signal.

UK0635 Jackstay Probe Fueling Rig

1. Details of the rigging are shown in Figures UK6-5, UK6-8, and UK6-9. The outboard hose end arrangement is shown in Figures UK6-10 and UK6-11.

2. The rig consists of eight lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard end.

3. The support line messenger/hose line, which is used to haul over the support line and then the hose, is hooked to the probe trolley (see Figure UK6-10). This line is made up of 60 fathoms of 21 mm (70 mm circumference) nylon braidline tailed with 27 fathoms (50 meters) of 12 mm (38 mm circumference) polyester. An Inglefield clip is fitted at the outboard end for securing the gunline, and at 2 meter intervals from 36 meters to 42 meters from the outboard end, four Inglefield clips are fitted for securing the distance line, telephone cables, and messenger.

4. The probe receiver fuel adapter link is supplied with the probe receiver (see Figure UK6-12) and is used to convert the probe reception position to receive a rig from a tanker not equipped to supply the probe. The link assembly is to be secured to the swivel joint in place of the swivel arm. Care must be taken to ensure that the swivel joint is fitted into the highpoint bracket in such a way that, when in use, the pro- truding grease nipple will not foul the bracket when the joint swivels.

5. Rigging the Receiving Ship. The reception arrangements are shown in Figure UK6-11.

a. A snatch block is shackled into the eyeplate above the receiver swivel joint and fairlead blocks for the hose messenger/outhaul line are rigged as required.

b. The fueling deck elbow is set up in position and a length of 152 mm hose is rigged from the elbow to the receiver. A special adapter is required to secure the hose to the receiver.

c. Ensure that release lever retaining pin is in place.

d. Guardrails are lowered and temporary guardrails rigged.

6. Passing and Securing the Jackstay Probe Fueling Rig.

a. The gunline is fired and hauled over bringing the tail of the hose line to hand. This is clipped on to the receiving ship’s strayline messenger, which is already rove through the leading blocks. The strayline messenger and hose line are then hauled in either by the RAS winch or by hand.

b. The distance line, telephone line, and messenger are unclipped as they arrive aboard.

c. The support line, the outboard end of which is attached to the support line messenger/hose line by a gripper (see Figure UK6-10) is now hauled across as the tanker pays out on the winch. As soon as the support line end link has been attached to the pelican hook on the receiver, the weight is taken off the support line messenger/hose line and the gripper is removed by pulling the gripper release lanyard inboard in line with the support line. The hose is then hauled across.

UK6-14 ORIGINAL ATP 16(D)/MTP 16(D)

DECK CONNECTION

PROBE

HOSE LINE

No. 4 SADDLE

No. 4 SADDLE WHIP

ANCE 42-55 meters

ARRANGEMENT

SUPPORT LINE

No. 3 SADDLE WHIP

RECEPTION

No. 3 SADDLE

PROBE CONNECTED

WORKING DIST

SUPPORT LINE

TYPICAL

NORMAL

No. 2 SADDLE WHIP

No. 4 SADDLE WHIP

No. 2 SADDLE

No. 1 SADDLE

Figure UK6-8. Jackstay Probe Rig — Probe Receiver Coupling (UK Specification)

UK6-15 ORIGINAL ATP 16(D)/MTP 16(D)

PROBE

E.S.F.W.R.

F.S.W.R.

O PROBE TUBE

LINE WHEN HAULING

AY GRIPPER FOR HOSE

PROBE TROLLEY

2.3 meters

JACKST OUTHAUL OVER

OR OR HOSE T

ALONG THE MAIN HOSE

STRESS WIRE 10 mm DIA SHACKLE PENDANT 16 mm DIA SHACKLE CLAMP ADAPT ADAPT

J K L M N O P

TRAVELER BLOCK

2 meters

Y ALSO BE LASHED

HOSE 4.5 meters LENGTH

LINE 22 mm DIA

10 meter & 45 meter

E.S.F.S.W.R.

HOSES MA

TRAVELER BLOCK

6 x 36 (14/7 & 7/7/1)

MANILA, 1

Y LINE 14 mm DIA

ONE OR TWO SMALL

SUPPORT LINE 28 mm DIA TERMINAL HOSE MESSENGER/OUTHAUL HOOK TAILED 12 mm DIA RECOVER SHACKLE SHACKLE HOSE SADDLE

TRAVELER BLOCK No. 4

A B C

D E F G H

Figure UK6-9. Jackstay Probe Rig — Outboard Hose End (UK Specification)

UK6-16 ORIGINAL ATP 16(D)/MTP 16(D)

LINE

MESSENGER/ OUTHAUL

ARD

O DECK CONNECTION

ORS WITH HOSE

RELEASE LEVER LANY ADAPT FUEL HOSE LED T DELETED SUPPORT LINE TERMINAL ADAPT PROBE HOSE CONNECT

K L M N P Q R S

BLOCK

JOINT & BASE PLA

ARM

TOR ARM

SUPPORT LINE

EYEPLA SHACKLE TUFNEL SWIVEL

SWIVEL SLIP (PELICAN HOOK) PROBE RECEIVER INDICA RELEASE LEVER

A B C D E F G H J

Figure UK6-10. Jackstay Probe Rig — Reception Arrangement (UK Specification)

UK6-17 ORIGINAL ATP 16(D)/MTP 16(D)

LINK ASSEMBL

JOINT & BOL

BASE PLA

SEIZING WIRE

SWIVEL

SLIP

AY OR

JACKST HOSE HANGING PENDANT

Figure UK6-11. Probe Receiver Highpoint Adapted for Reception of Conventional Jackstay or Derrick Fueling Rigs (UK Specification)

UK6-18 ORIGINAL ATP 16(D)/MTP 16(D)

d. In order to achieve easy mating of the probe into the receiver, the tanker will tension the support line to enable the probe trolley and hose end to ride down it as the recovery wire is slacked out.

e. When the probe trolley is about 4.5 meters from the receiver, it should be hauled down the jackstay and engaged into the receiver. Care must be exercised to prevent mating the probe and receiver with excessive force.

f. When the probe is secured into the receiver, the tanker will slacken off the recovery wire and the support line tension will be reduced. The saddle whips are hauled in or veered as necessary, to suit any variation between ships and to keep the hose bights clear of the water.

g. As soon as pumping has commenced and the hose has pressurized, the receiving ship rigs a remating line to the probe trolley and then unhooks the hose line. When the messenger is no longer required, the gripper is attached to the hose line and both are returned on the messenger to the tanker.

h. While RASing multiple commodities, replace the remating line with a remating pendant. On completion, replace the remating pendant with the remating line.

Ships With Low Replenishment Points. Provided both ships are in agreement the drill may be amended as follows:

i. The hose line is attached to the support line by the gripper as described earlier, but instead of being hooked to the probe trolley it is kept in hand by the tanker. When the support line has been attached to the pelican hook, the gripper is removed from the support line and secured to the hose line. Hose line and gripper are then passed back to the tanker. The support line is tensioned and the probe mated by gravity.

j. The ideal distance for mating is 24 meters to 30 meters.

k. A remating line should be provided in the receiving ship.

7. Disengaging and Returning the Jackstay Probe Fueling Rig.

a. The probe is released by the receiving ship operating the manual release lever and the hose can be hauled back to the tanker.

b. The tanker should slacken off the jackstay which can then be slipped directly or with an easing out rope by the receiving ship.

c. At the same time, the messenger, telephone cables, and distance line can be paid out to their bitter ends and let go.

UK6-19 ORIGINAL ATP 16(D)/MTP 16(D)

AND SLIP

BLOCK BLOCK BLOCK BLOCK BLOCK

PLATE

203 mm DIA 356 mm DIA 508 mm DIA 381 mm DIA 305 mm DIA LATCHING GEAR MONKEY RUNNING GUY RIGGING SCREW STANDING GUY

K L M N O P Q R S T

ARRANGEMENT OF WINCH DECK

HOSES

CABS

WINCHES

ANCE 37-43 meters

HOSES

E.S.F.S.W.R.

TYPICAL

E.S.F.S.W.R.

WINCH REMOTE CONTROL

E.S.F.S.W.R.

WORKING DIST

AND

TWO 152 mm DIA AND TWO 76 mm DIA

18 meters)

O OUTBOARD

NORMAL

MANILA

ATHOMS (1

ATHOMS (22 meters) 40 mm DIA

ATHOMS (100 meters) 24 mm DIA

ATHOMS (64 meters) 24 mm DIA

AND BETWEEN OUTER

ATHOMS (137 meters) 14 mm DIA

ATIC SADDLE 21 meters.

ACKLE 24 mm DIA

OPPING WIRE 9 F

OPPING PURCHASE 65 F

E.S.F.S.W.R.

Y LINE 75 F

UPPER DK. WINCH DK. REPLENISHMENT DK.

NOTE: HOSE LENGTH FROM OUTER SADDLE T HOSE END 24 meters

INNER SADDLES 24 meters. LENGTH BETWEEN INNER AND ST

RECOVER OUTER SADDLE WIRE 55 F INNER SADDLE WIRE 35 F STATIC SADDLE T

RUNNING T 24 mm DIA STANDING T HOSE CONNECTIONS HOSE SADDLE SECURING CHAIN

A B C D E

F G H J

Figure UK6-12. Large Derrick Rig (UK Specification)

UK6-20 ORIGINAL ATP 16(D)/MTP 16(D)

UK0636 Large Derrick Rig

1. Details of the rigging are shown in Figures UK6-5 and UK6-13. The outboard hose end arrangement is shown in Figure UK6-6/7. Tankers are normally rigged with double 152 mm hoses for transfer of main fuels with one or two 76 mm or 63 mm hoses lashed to the large hoses for transfer of auxiliary fuels or fresh water.

2. The rig consists of eight lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard end. This end length is provided with antichafe material covering. The RFA LEAF Class tankers rig seven lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard end. The hose is secured into each saddle by lashings.

3. The hose line that is used for hauling over the hose and that is hooked to the outboard hose pendant is made up of 60 fathoms of 21 mm (70 mm circumference) nylon braidline tailed with 27 fathoms (50 meters) of 12 mm (38 mm circumference) polyester. An Inglefield clip is fitted at the outboard end for securing the gunline. At 2 meter intervals from 36 meters to 42 meters from the outboard end, four Inglefield clips are fitted for securing the distance line, telephone cables, and messenger.

4. The method for rigging the receiving ship and passing, securing, and disengaging this rig is the same as described in Article UK0637.

UK0637 Crane Rig, Fueling Boom Rig, and Small Derrick Rig

1. Details of the rigging are shown in Figure UK6-13. The outboard hose end arrangement is shown in Figure UK6-6/7.

a. The crane and fueling boom will be rigged with one 152 mm hose only for transfer of main fuel.

b. The small derrick rig is normally rigged with two 152 mm hoses but only one fuel may be transferred at a time. Alternatively, one 152 mm hose and one 76 mm hose can be rigged and both fuels transferred simultaneously.

2. The rig consists of five lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard end. This end length is provided with antichafe material covering. The hose is secured into each saddle by lashings.

3. The hose line that is used for hauling over the hose is the same as that for the large derrick fuel rig described in paragraph UK0636.

4. Rigging the Receiving Ship. The reception arrangements are the same for all of these abeam fueling rigs.

a. A 20 mm (64 mm circumference) steel wire rope (SWR) hose hanging pendant is rigged to the appropriate highpoint for securing the delivering ship’s outboard hose end. This pendant is the same as used on the jackstay fueling rig reception station and is shown in Figure UK6-8.

b. A snatch block is shackled into the eyeplate below the pendant highpoint. Lead blocks for the outhaul line are rigged as required.

5. Passing and Securing the Crane, Fueling Boom, and Small and Large Derrick Rigs.

a. Before the receiving ship has taken station abeam of the delivering ship, the crane, fueling boom, or derrick will be ready in its working position outboard.

UK6-21 ORIGINAL ATP 16(D)/MTP 16(D)

RECEIVING SHIP

O OUTBOARD HOSE END IS

AND BETWEEN SADDLES

MANILA

ACKLE 15 FMS (27.5 meters)

NOTE: HOSE LENGTH FROM OUTER SADDLE T 26 meters IS 15.2 meters.

BLOCK SADDLE T 24 mm DIA SHACKLE SHACKLE HOSE CONNECTION HOSE SADDLE TO WINCH OR MANHANDLING POSITION AIR CONNECTION FOR BLOWING HOSES

ANCE ABOUT 30 meters

G H

J K L M N O

WORKING DIST

IF BEING

NORMAL

YING SHIP

MANILA

THE SUPPL

OR AND CLAMP

ADAPT

Y LINE 40 FMS (73 meters) 12 mm DIA

’S HOIST WIRE

DELIVERING SHIP

RECOVER F.S.W.R. OR 28 mm DIA MANHANDLED BY HOSE LINE SECURING CRANE EYEPLA BLOCK

B C D E F

Figure UK6-13. Crane Fueling Rig (UK Specification)

UK6-22 ORIGINAL ATP 16(D)/MTP 16(D)

b. The gunline is fired and hauled aboard the receiving ship. As soon as the hose line tail comes to hand, it is clipped to the stray-line messenger that is already rove through the highpoint block and leading blocks. The strayline messenger and hose line are then hauled in either by the RAS winch or by hand.

c. As the messenger, distance line, and telephone cables come to hand, they are unclipped from the hose line and tended or connected as required.

d. As the hose line is hauled inboard, the delivering ship will pay out the recovery line and the hose saddle whips as necessary.

e. When the outboard hose end comes to the receiving ship’s deck, the hose lashings to the hose line are cut and the outboard hose end is lowered to the deck on the shot mats. The hose hanging pendant is hooked into the ring.

f. The hose line should then be unhooked and coiled down on deck.

g. The temporary guardrails are rigged and steadying tackles are rigged to each side of the hose at deck edge.

h. A 28 mm (89 mm circumference) manila sliprope is secured by the receiving ship as convenient beneath the highpoint and is led through the ring and a fairlead block to a position where it can be handled at the fueling position or brought to a winch. (See paragraph UK0637.6a.)

i. The delivering ship keeps the recovery line slack, once the hose is secured, and the saddle whips are hauled in or veered as necessary to suit any variation in distance between the ships. This is essential to avoid undue strain coming on the hose or rig and also to avoid the bights of hose dropping into the water.

j. During rough weather, in order to provide additional control for the hoses during recovery, the RFA may pass an additional 20 mm line, attached to the bridle ring with a 3-ton spring hook, which will be tended by the RFA throughout the replenishment. It should not be removed from the bridle ring and care should be taken to ensure that the spring hook attaching it to the ring is not fouled by the sliprope.

6. Disengaging and Returning the Crane, Fueling Boom, and Large Derrick Rigs.

a. When the hose is pressurized, unhook the hose line and rig the sliprope; bring to on the capstan/drum, and take up the slack. Return the hose line to the tanker, hook end first, on the soft eye spliced to the bitter end of the messenger. The inboard end of the sliprope, with a reduced soft eye and served spliced, should be attached to a slip and a suitable tested eyeplate using a shackle.

b. On completion of fueling when the hose is being disconnected, the steadying tackles are removed and the telephone cables and distance line can be paid out to their bitter ends and let go. See paragraph UK0634.7c for night distance lines.

c. The 10 meter pigtail of 16 mm natural fiber rope that is attached to the hose end for assisting the tanker to recover the hose must be passed outboard during the final stages of disengaging.

d. After disconnecting the hose couplings, the weight is taken on the sliprope and the hose hanging pendant is unhooked. The sliprope is then surged while at the same time the delivering ship hauls in on the recovery line. The sliprope is surged until the hose is directly underneath the delivering ship’s crane or derrick when it should be cut.

UK6-23 ORIGINAL ATP 16(D)/MTP 16(D)

e. Timing is critical if final disengagement is by cutting the sliprope. The sliprope must not be cut until the tanker gives the “Trip pelican hook” signal.

f. Disengaging is made safer and easier if the receiving ship closes the delivering ship as much as sea conditions allow.

UK0638 Blowing Through Hose Procedures

When fueling abeam with Dieso, RFAs do not blow through on completion and therefore receiving ships should not disconnect until the fuel in the hoses has drained down. On completion of draining down, the RFA will acknowledge the “RAS completed” signal and the receiving ship can commence disconnecting.

Note: When using their crane rigs, UK CVSG, LPD, and AGH must blow through on completion, to prevent difficulty in recovery.

UK0650 Astern Fueling Methods

UK0651 Astern Fueling — Float Method

Note: RFAs use a large plastic float in lieu of the metal float. This arrangement ensures that there is no risk of damage to the sonar domes of warships and removes the requirement for the gunline method of astern fueling.

1. The assembly of hoses is indicated in Figure UK6-14 and the rig arrangements are shown in Figures UK6-15 through UK6-17.

2. The hose fleet streamed by the tanker will consist of fifteen lengths of 9 meter hose plus one length of 4.5 meter hose at the outboard end for transfers in fair weather.

3. Additional hose lengths may be added to this hose fleet when supplying an aircraft carrier or for foul weather transfers.

4. When fueling NATO ships that do not have the UK Quick-Release Coupling Mk II, the hose may be secured onboard the receiving ship by using the breakable-spool coupling (see Chapter 6).

5. Figure UK6-1 shows the Quick-Release Coupling Mk II and protector cap secured at the outboard hose end. The protector cap is similar for both the quick-release and breakable-spool couplings.

6. The hose bridle assembly shown in Figure UK6-18 is the only bridle assembly used for the astern fueling of RN ships. This assembly equates well with the standard astern fueling hose bridle assembly illustrated in Chapter 6.

7. Float Method — Streaming the Hose Rig.

a. The tanker streams the marker buoy from the boom on the opposite side of the poop to the hose rig to the appropriate distance astern.

b. The hose rig is then streamed out using the heaving out messenger until it is dragged outboard by the water resistance when the easing-out or recovery line controls it. When the hose is out at its full length, it is secured by the hanging-off pendants on the poop. (See Figures UK6-15 and UK6-16.)

c. Shackled to the outboard end of the hose is the hose line and float (see Figure UK6-16). It is this line that will be grappled by the receiving ship.

UK6-24 ORIGINAL ATP 16(D)/MTP 16(D)

OR CAP

AND LEAF CLASSES

DESCRIPTION

FOUL WEATHER EXTENSION

ALVE

ADAPT

PLUG (INBOARD END)

OLWEN, ROVER,

DIESO 152 mm HOSE 9.14 meters LENGTH SHUT OFF V DIESO 152 mm HOSE 4.57 meters LENGTH SECURING QUICK RELEASE COUPLING MK 2 PROTECT SECURING CLAMP CONICAL

ITEM

Figure UK6-14. Assembly of Hoses — Astern Fueling (UK Specification)

UK6-25 ORIGINAL ATP 16(D)/MTP 16(D)

d. For night time fueling, red chemical lights are fitted into the marker buoy float and also the hose line float.

e. The inboard end of the hose can now be connected to the fuel discharge position and the hose inflated to about 5 to 10 psi (about 1/2 kg/cm2).

8. Rigging the Receiving Ship. The arrangements required on the forecastle of the receiving ship are as shown in Figure UK6-17.

a. Special fairlead rollers are provided at the deck edges through which the hose line and hose end will be hauled.

b. A hose securing pendant and pelican hook are rigged to secure the hose.

c. A 16 mm polypropylene or a 21 mm braidline inhaul line 20 fathoms (35 meters) long with a screw shackle at the outboard end is rigged and led to the capstan or winch.

d. The fueling deck elbow and coupling is set up in position. On some ships it may be necessary to run a fuel hose from the deck elbow position to the point at which the end of the tanker’s hose will come inboard.

e. At least three grapnels, each tailed with 20 fathoms (40 meters) of 51 mm circumference (16 mm diameter) cordage and fitted with a free running shackle, should be made ready near to the roller fairlead position.

f. A 30 fathom (55 meter) 89 mm (28 mm diameter) sliprope is required for disengaging the rig.

9. Grappling and Securing the Astern Hose Rig.

a. The receiving ship approaches the hose line float from astern. The grapnel is thrown over the hose line and at the same time a bight of the grapnel line is dropped weighted by the free-running shackle. This will ensure that the grapnel line will straddle the hose line.

b. When the hose line has been grappled, haul a bight up through the roller fairlead and take it in hand. Then maneuver the float to the mouth of the roller fairlead and, with the float still outboard, shackle the inhaul wire to the hose line link and transfer the weight to the inhaul wire.

c. The float assembly is unhooked and taken aft outside the guardrails and hung off.

d. The receiving ship now moves ahead and the inhaul wire/hose line is hove in until the hose pendant is brought through the roller fairleads and far enough inboard for the hose securing pendant to be attached to the appropriate link on the bridle.

e. The hose line is now veered to transfer the weight to the hanging pendant, the conical cap is removed from the hose end, and the hose is connected to the fueling point. Pumping can now commence.

f. The receiving ship will have now taken up station on the marker buoy. This will ensure that the hose will tow in a bight of about 30 meters which must be kept as narrow as possible to avoid undue strain on the hose. (See Figure UK6-18.)

UK6-26 ORIGINAL ATP 16(D)/MTP 16(D)

O CONNECT T

ADAPT

STREAMED WINCH ON FORECASTLE DECK

Y LINE 64 mm (20 mm DIA)

PLUG (MALE)

SECURING SECURING CLAMP CONICAL RECOVER G.F.S.W.R 152 mm HOSE - 4.57 OR 9.14 meters DISCHARGE CONNECTION AS REQUIRED T

H J K L

DECK

’S GEAR ON POOP

EYEPLA SHACKLE THREE CHAIN LINK PELICAN HOOK STEEL LINK THIMBLE HANGING-OFF PENDANT 64 mm (20 mm DIA) .....APPROXG.F.S.W.R. 1.22 meters LONG

TANKER

A B C D E F G

Figure UK6-15. Astern Rig — Arrangements at Inboard End of Hose (UK Specification)

UK6-27 ORIGINAL ATP 16(D)/MTP 16(D)

O HOSE LINE

YESTER

6x36SWR

ATT 0246/521-0663

AIRLEAD

Y LINE

LINE

ADAPT

MODIFIED FLOA FLOAT SHACKLE HOSELINE SWIVEL OUTBOARD END OF HOSE, 4.5 meter LENGTH SHACKLE SECURING KARABINER HOOK HOSE HANGING OFF PENDANT LINK STARTING OUT MESSENGER THIMBLE SNATCH BLOCK P TAIL OF 14 mm DIA 4.5 OR 9.0 meter LENGTH OF HOSE 21 mm x 80 meter POL STERN ROLLER F MARKER BUOY HOSE RECOVER FUEL DISCHARGE CONNECTION

FLOAT AND CONNECTIONS T

g h

A B C D

MARKER BUOY BOOM P

HOSE STREAMED

HOSE READY FOR STREAMING

Figure UK6-16. Astern Fueling — Tanker Layout (UK Specification)

UK6-28 ORIGINAL ATP 16(D)/MTP 16(D)

O SUIT

.S.W.R. LENGTH T

HOSE HANGING PENDANT

SHACKLE 64 mm (20 mm DIA) F SPRING HOOK (WELLING) RAS HOSE 4.5 OR 9.0 meters QUICK RELEASE COUPLING MK II FEMALE SENHOUSE SLIP LINK

’S GEAR

H J K L M N P

RECEIVING SHIP

COUPLINGS

’S HOSE BEING

AIRLEADS

AND SECURED

’S HOSE HAULED

TANKER HAULED INBOARD

TANKER INBOARD BY HOSE SECURING PENDANT QUICK RELEASE FUEL CONNECTED

BOW ROLLER F EYEPLA SHACKLE ROLLER SHACKLE EYEPLA DECK ELBOW HOSE SECURING POINT

A B C D E F G

Figure UK6-17. Reception Arrangement (UK Specification)

UK6-29 ORIGINAL ATP 16(D)/MTP 16(D)

10. Disengaging the Astern Hose Rig.

a. As soon as pumping has commenced, the hose line is removed from the capstan, led out through the fairlead roller, and stopped abaft it to the guardrail.

b. The float assembly is hooked back onto the hose line and securely held over the side by a strong strop to its tail so that it hangs below deck level.

c. A sliprope is led from the bollards through the ring on the tanker’s hose pendant to the capstan. (See Figure UK6-19.)

d. When within about 8 tons of the required amount of fuel, the receiving ship should signal to stop pumping. The tanker stops pumping and clears the hose of fuel by blowing through it with compressed air. This will take at least 15 minutes. It is the receiving ship’s responsibility to order the tanker to stop blowing through. The hose is now disconnected and the conical cap replaced. The hose should be re-inflated by the delivering ship to about 5 to 10 psi (about 1/2 kg/cm2).

e. The sliprope is now hove in so that the hose securing pendant can be released. The rope is then surged until the hose end is clear of the fairlead roller when the first hose line stop can be cut and the ship’s speed gradually reduced.

f. The sliprope is surged until the hose is in the water and then it is cut.

g. As the ship drops astern, the remaining stops to the hose line are cut and the float released last.

11. Astern Fueling — Tanker Equipment. The following information applies to astern fueling by any of the recognized methods:

a. Stern hoses should be completely clear of oil before streaming and they will normally float with sufficient buoyancy unaided. Should hoses tend to sink, inflation with a small quantity of compressed air will assist their buoyancy.

b. On completion of fueling, sufficient time must be allowed for tankers to clear hoses by blowing through (5 minutes).

c. On completion of an astern fueling, the quick-release coupling Mk II, the shut-off valve, and the protector cap should be washed in fresh water and lightly greased with waterproof grease XG 286.

d. FORT VICTORIA and FORT GEORGE are fitted with the NATO stern reel. For the receiving ship the procedures for operating this rig are similar to those described earlier for the conventional float method. However, on completion of this type of fueling, the hoses are cleaned through with a poly pig. (See Chapter 6.)

UK0653 Astern Fueling — Short Span Method

1. One ship (always the smaller) is secured astern of the other (at anchor) by a short span of wire or rope. The method envisaged is one that will enable any ship to replenish with fuel from tankers and escorts to replenish with fuel and water from larger warships. The method can be used in exposed anchorages or when ships cannot be berthed alongside each other in bad weather or for lack of suitable fendering. The fueling rates will be lower than when using other methods.

2. Method. The ship to be secured approaches to within about 32 meters of the anchored vessel and establishes contact by gunline or by grappling a float line streamed astern. Two large hawsers are passed by messenger from each quarter and secured on the forecastle of the approaching ship. Experience has

UK6-30 ORIGINAL ATP 16(D)/MTP 16(D)

CLAMP

SECURING

4.57 meter HOSE

2.9 meters

BRIDLE

1.05 meters

ASSEMBLIES

RING AND LINK

QRC (MALE)

1.83 meters

CAP

PROTECT

HOSE

PENDANT

HOSELINE

Figure UK6-18. Astern Fueling Hose Bridle Assembly (UK Specification)

UK6-31 ORIGINAL ATP 16(D)/MTP 16(D)

BE RELEASED

AND SLIPROPE BEING

. HOSE WILL

BY CUTTING SLIPROPE. 3. HOSELINE PAID OUT

2. HOSE SECURING PENDANT RELEASED. HOSE SURGED ON SLIPROPE.

ANKER

O GUARDRAIL.

T ASSEMBL

OPPED T

AIRLEAD

TE TE

. FLOA

, SLIPROPE ROVE THROUGH

EYEPLA EYEPLA HOSE SECURING PENDANT HOSELINE SLIPROPE

ROLLER F ROLLER SHACKLE FUELING HOSE FROM T FLOAT ASSEMBL

A B C D E

F G H J

1. HOSE HUNG ON HOSE SECURING PENDANT HOSELINE RING AND HOSELINE ST

Figure UK6-19. Astern Sliprope Method of Disengaging

UK6-32 ORIGINAL ATP 16(D)/MTP 16(D) shown that crossing the hawsers (i.e., quarter to opposite bow) complicates the evolution, if the anchored ship is yawing, and lengthens the securing time when speed is essential. When secured, the fueling rig is passed.

3. Controlling a Yaw. Crossing the hawsers has little effect on yaw. An anchor underfoot has proven effective with warships, but is unlikely to be of use to RFAs.

4. Length of Hawsers and Hose. The length of hawsers should be adjusted so that the secured vessel lies about 73 meters astern. About 90 meters of hose should be veered.

5. Supply of Gear. The ship at anchor is to supply the securing hawsers and the hose.

6. Lights to be Shown at Night. International Regulations do not require any special lights to denote that one ship is secured astern of another ship that is at anchor. Both ships must show the lights for a ship at anchor; the hawsers and hose must be illuminated.

7. Communications. Hand signals appropriate to the astern method should be used by day and night; a telephone can be rigged if needed. Control signals in Chapter 4 should be used to indicate that the hawsers are secured.

8. Ships Lacking Bow Facility. The method described above is designed for ships able to receive fuel over the bows. Fueling by the short span method has been successfully carried out by an AE lacking the bow facility. If it is necessary to fuel such a ship, the tanker should stream her fair weather stern hose. Distance between ships and length of hose will vary, but tankers should expect to veer considerably more than the 90 meters of hose normally recommended.

UK0660 Details of Fuel Rigs

Details of UK hose rigs for 6 inch, 5 inch, 3 1/2 inch, 76 mm bore, and 2 1/2 inch hoses are provided in Ta- bles UK6-1 through UK6-4.

UK6-33 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 1 of 5)

UK6-34 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 2 of 5)

UK6-35 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 3 of 5)

UK6-36 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 4 of 5)

UK6-37 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK6-1. Details of 6-inch Hoses, Connections, and Adaptors (Sheet 5 of 5)

UK6-38 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK6-2. Details of 5-inch and 3 1/2-inch Hoses, Connections, and Adaptors

UK6-39 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK6-3. Details of 76 mm Bore Hoses, Gasoline — Connections and Adaptors

UK6-40 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK6-4. Details of 2 1/2-inch Hoses, Connections and Adaptors

UK6-41 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

UK6-42 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER UK7 Transfer of Solids — United Kingdom

UK0750 Solids Rigs

Note: The following paragraphs present details of UK rigs and procedures used in lieu of missile/cargo STREAM rig. Paragraph numbering therefore does not parallel that of Chapter 7.

1. Heavy Jackstay Rig Details (Figures UK7-1 and UK7-2). A fixed terminal link is fitted to the support line of heavy jackstay rigs. A support line outhaul in conjunction with a jackstay gripper is used to haul over the support line. This line is made up of 60 fathoms of 21 mm (70 mm circumference) nylon braidline tailed with 27 fathoms (50 meters) of 12 mm (38 mm circumference) polyester.

Note: Ships are to indicate in their RAS signal the required distance from the bitter end of the support line to the gripper.

UK0751 Automatic Tension Winch Systems

1. The UK has four variations of the heavy jackstay rig; they are as follows:

a. Using fixed highpoints.

b. Using movable highpoint in delivering ship.

c. Using Pivoted Arm Mk IA in delivering ship.

d. Using Clarke-Chapman sliding padeye rig.

UK0752 Tensioned Heavy Jackstay Rig — Using Fixed Highpoints

1. General Description. The heavy jackstay storing rig is fitted in armament and stores support ships and fleet tankers. It is used for the transfer of heavy loads of stores and ammunition up to a maximum of 2,032 kg. Details of the rig are shown in Figure UK7-2.

a. The support line is tensioned by an automatic tensioning winch. Loads are raised from the delivering ship and lowered to the receiving ship by tensioning and slackening the support line respectively. A test load of 1 or 2 long tons appropriate to the test weight must always be passed to ensure that the rig is working satisfactorily. It is landed on the deck of the receiving ship then, without unhooking, sent back to the delivering ship.

b. No attempt should ever be made to unhook a load before it has finally settled on deck. On large and awkward loads, steadying lines are to be used. A downhaul line is used in the delivering ship to control the support line when hooking on and unhooking loads.

2. Nylon Outhaul Lines. Nylon braidline outhaul lines are used with all heavy jackstay rigs including the Clarke-Chapman sliding padeye rig.

a. Care must be taken to ensure that they do not chafe on the fairlead blocks or on the winch barrels or warp ends. Because the inhaul line winches on some supply ships can haul at about 120 meters/minute, under light load conditions the nylon braidline could melt if subjected to excessive friction.

UK7-1 ORIGINAL ATP 16(D)/MTP 16(D)

TE AND

EYEPLA

EYEPLA LINK 38 mm 203x51mmINT

10 meters

NYLON

ATION

LINE

SNATCH BLOCK AND SHACKLE

ARRANGEMENTS

OUTHAUL 24 mm DIA BRAIDLINE 1

RIG SECURED

RECEIVING SHIP

SNATCH BLOCK RECEPTION ST

ARD

TO HAULING

O MAIN

SUPPORT LINE

SUPPORT LINE END LINK 38 mm x 204 mm x 51 mm

SLIP AND SHACKLE

OGGLE WITH LANY

SUPPORT LINE

WOODEN T THOROUGHFOOTED ONT BODY AT GRIPPER

STRAIGHT SHACKLE WITH SPLIT PIN

AY GRIPPER

JACKST

SUPPORT LINE BEING HAULED OVER

Figure UK7-1. Heavy Jackstay Rig (UK Specification)

UK7-2 ORIGINAL ATP 16(D)/MTP 16(D)

CUSTOMER SHIP

10 meters)

- 20 FMS (37 meters)

ANCE ABOUT 37 meters

E.S.F.S.W.R. - 100 FMS (183 meters) E.S.F.S.W.R. - 80 FMS (146 meters) MANILA NYLON BRAIDLINE - 60 FMS (1

WORKING DIST

28 mm DIA 20 mm DIA 28 mm DIA 24 mm DIA SPECIAL 32 mm - 203 mm x 51 mm

406 mm 44 mm - 178 mm x 51 mm INT

305 mm 32 mm - 127 mm x 44 mm

SPECIAL

NORMAL

LINE

LINE BLOCK LINE EYE-

SUPPORT LINE INHAUL OUTHAUL DOWNHAUL TRAVELER BLOCK SUPPORT LINE END LINK SUPPORT LINE BLOCK SUPPORT LINE EYE- PLATE AND LINK INHAUL INHAUL PLATE AND LINK ROLLER SHACKLE

YING SHIP

A B C D E F

G H

J K

A.T. WINCH

SUPPL

Figure UK7-2. Heavy Jackstay Rig — Fixed Highpoints (UK Specification)

UK7-3 ORIGINAL ATP 16(D)/MTP 16(D)

b. When an empty traveler block or light load is being transferred to the delivering ship using a high-speed inhaul line winch, it is essential that the speed is not so great as to bring the outhaul line up bar taut.

c. This may cause the traveler block and or light load to spin over the support line and snarl up the rig. Too great a speed will also cause difficulty on the receiving ship handling the outhaul line.

3. Passing the Gear from the Delivering Ship.

a. Safety nets are lowered and a temporary guardrail is rigged.

b. The gunline is passed and the messenger attached and hauled over.

c. The outhaul line, distance line, and telephone cables are clipped to the messenger by Inglefield clips.

d. At about 30 fathoms (55 meters) from the outboard end of the 24 mm (76 mm circumference) nylon braidline outhaul line, the support line is attached as shown in Figure UK7-1.

e. When secured, the support line and inhaul line are tended by winches.

4. Rigging the Receiving Ship and Receiving the Gear. The arrangements are shown in Figure UK7-2.

a. When the outhaul line is received, it is snatched into the fairlead blocks. The outhaul line is led to a winch or manually controlled.

b. Once the support line’s terminal link is to hand, it is secured to the highpoint in the receiving ship, the weight is taken off the support line outhaul, and the gripper is removed by pulling the gripper release lanyard inboard in line with the support line.

c. Protective matting is to be used to protect the stores from damage and is rigged on vertical surfaces, over the ship’s side, and against screens where a swinging load could cause damage. Matting must not be placed on deck because it makes the use of pallet trucks impossible.

5. Disengaging. At the signal, “Trip the pelican hook,” the receiving ship ensures that personnel are clear, the jackstay will not foul, and the temporary guardrail is lowered; then trips the pelican hook. The outhaul line is paid out to the end and let go, as are the messenger, distance line, and telephone cables.

UK0754 Tensioned Heavy Jackstay Rig — Using Pivoted Arm Mk 1A

1. The arrangement is shown in Figure UK7-3. This rig is fitted in the FORT ROSALIE class.

a. The equipment used in conjunction with the pivoted arm highpoint is the same as used on the 2-ton heavy jackstay fixed highpoints rig (see Figure UK7-2).

b. The pivoted arm is fitted to a support frame operated by a raise/lower cylinder to provide movement in the vertical direction and is used for initial raising and also lowering of the load to the deck.

c. The arm is operated by a hydraulic cylinder and when the arm is more than 30° from the vertical, loads can be passed or received. The swinging head is fitted with a catcher to lock the traveler block in the head during raising and lowering of the arm.

UK7-4 ORIGINAL ATP 16(D)/MTP 16(D)

d. This facility provides a positive relationship between the delivering ship and the load and eliminates the tendency for the load to swing while it is being raised/lowered in the delivering ship, reducing hazards to personnel and damage to or loss of loads.

e. A test load of 2,032 kg must always be passed to ensure that the rig is working satisfactorily. It is landed on the deck of the receiving ship and then, without unhooking, sent back to the delivering ship.

f. With the exception of the test load, all loads must be unhooked on landing. On large and awkward loads, steadying lines are to be used.

UK0755 Clarke-Chapman Sliding Padeye Rig

1. General Description. The Clarke-Chapman sliding padeye rig (Figure UK7-4) is fitted in RFAs FORT VICTORIA and FORT GEORGE. The rig is designed to operate using a permanently tensioned jackstay between two sliding padeye attachment points, with a multisheave latched trolley assembly allowing the delivering ship to traverse the traveler back and forth on the jackstay. The rig can be connected to a fixed heavy jackstay reception point, in which case a Mk II cargo drop reel is used with the rig (see Chapter 7).

2. Passing the Rig (see Figure UK7-5).

a. The support line and ancillary lines are passed in the same manner and sequence as described in paragraph 0752.3 for other heavy jackstay rigs. However, a hauling-over line is used instead of an outhaul, and the terminal link on the end of the support line incorporates a latching mechanism to capture the return sheave assembly, and a release lever to free it. To ensure easy operation of the release lever it is important that the terminal link is attached the correct way up to the slip in the receiving ship; to aid this the top of the terminal is clearly marked TOP. When the support line has been secured to the slip the return sheave assembly is hauled over until it mates with the terminal link. As the lugs in the return sheave assembly engage with those in the terminal link the release lever rises and then falls to indicate a successful mating.

b. The hauling-over line is now slacked off and the delivering ship applies tension on the return sheave assembly to prove the mating is successful. When this has been confirmed the free end of the preventer is hooked from the return sheave assembly to the terminal link and the hauling-over line is unhooked from the return sheave assembly and made ready for return on the messenger. With the rig in manual mode the traveler is then traversed to the receiving ship. To enable the rig to operate in the automatic mode it is necessary to “mark” the position of the traveler when it is 1 meter outboard of its ideal position in the receiving ship. This is done at the appropriate moment by the batman raising a red bat directly above his head. When this position has been “marked” in the rig computer the rig is switched to the automatic mode and the test weight and subsequent loads are passed.

3. Disengaging. On completion of replenishment the delivering ship detensions the outhaul and the receiving ship unhooks the preventer from the terminal link and releases the return sheave assembly. When the return sheave assembly is in the delivering ship the receiving ship hitches an easing-out rope to the support line, just outboard of the terminal link, and leads it to the winch. At the “Trip the pelican hook” signal, the slip is knocked off and the support line is eased clear of the ship’s side before the easing-out rope is cut.

UK0756 Solids Transfers

1. Transfer of Ammunition. RFAs FORT AUSTIN, FORT ROSALIE, FORT GEORGE, and FORT VICTORIA can supply a wide range of ammunition. Advice on loads, load preparation, and

UK7-5 ORIGINAL ATP 16(D)/MTP 16(D)

37 meters

ARM POWER PACK

Figure UK7-3. Heavy Jackstay Rig — Pivoted Arm Mk 1A (UK Specification)

UK7-6 ORIGINAL ATP 16(D)/MTP 16(D)

ADEYE

SLIDING P

ASSEMBL

RETURN SHEA

TRAVELER

JACKST

OUTHAUL

INHAUL

Figure UK7-4. Clarke-Chapman Sliding Padeye Rig (UK Specification)

UK7-7 ORIGINAL ATP 16(D)/MTP 16(D)

Return sheave assembly mated with the terminal link

ARD

RETURN SHEA RELEASE LANY

PREVENTER

RETURN SHEAVE ASSEMBL

Terminal link connected to the ship

HAULING-OVER LINE TO RETURN SHEA ASSEMBL

LINK

The support line being hauled across on the hauling-over line

HAULING-OVER LINE

TERMINAL

GRIPPER

Figure UK7-5. Clarke-Chapman Sliding Padeye Rig (Connecting-Up Sequence) (UK Specification)

UK7-8 ORIGINAL ATP 16(D)/MTP 16(D) facilities available can be sought from the RFA supplying the ammunition. For ammunition transfer loads, see Table UK7-1. For ammunition transfer equipment, see Figure UK7-6.

2. Restrictions for Certain RFAs.

a. Storing From RFA ROVER Class Fleet Tankers. These ships can supply heavy stores up to 2 ton capacity using a tensioned jackstay rig normally rigged at the port side. The 2-ton heavy jackstay rig is rigged for portside transfers only, because the remote controls of the ATW and inhaul and outhaul winches are sited in a cab on the port side, from which the operators do not have a clear view of RAS operations on the starboard side.

b. Storing From AFS(H) and AOR Classes.

(1) These ships have a greater number of heavy jackstay transfer rigs per ship than earlier solids support ships and have closer fore-and-aft spacing between individual rigs. This allows the heavy stores reception stations in the majority of HM destroyers and frigates to match two of the RFA transfer stations without incurring excessive horizontal angles on the support lines.

(2) In the interests of faster replenishment and a reduction in stores handling problems on the upper decks of receiving ships, transfers may be undertaken using two heavy jackstay rigs simultaneously on one side of destroyers and frigates. Such transfers may be carried out during the course of normal storing-at-sea operations from the port or starboard side of AFS(H) and AOR Class ships.

UK7-9 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK7-1. Ammunition Transfer Loads (UK Specification) (Sheet 1 of 3) 813 417 (kg) Total Weight Size (mm) 2840 x 470 x 600 1600 x 1321 x 864 2 1359 x 876 x 760 956 1 2875 x 535 x 728 489 5 2 18 1442 x 1042 x 1104 992 20 1442 x 1042 x 1104 740 Load No. per Maximum GUN AMMUNITION AIR ARMAMENT STORES SHIP SELF-DEFENSE WEAPONS A342-99-963-5921 Pallet N6 A277-99-282-3423 Sling 4 Legged A342-99-963-5921 Pallet N6 A277-99-282-3423 Sling 4 Legged A277-99-458-1340 Pallet Bomb A277-99-282-3422 Sling 2 Legged A526-99-547-2416 Overall Weapon Container A277-99-179-7864 Sling 4 Legged A277-99-458-1398 Tray Light AlloyCover With A277-99-179-7864 Sling 4 Legged A277-99-052-4101 Transfer Frame A277-99-179-7864 Sling 4 Legged Store Method of Transfer Round 114 mm MkN6/N36 8 Rockets, 76 mmSea Gnat Mk 216/214/245 A277-99-458-1442 Pallet Transfer 16 2242 x 914 x 1295 708 Bombs 1,000 lb Sting Ray Torpedo Depth Charges Mk 11

UK7-10 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK7-1. Ammunition Transfer Loads (UK Specification) (Sheet 2 of 3) (kg) Total Weight Size (mm) 1 4870 x 1060 x 1220 1200 1 2212 x 665 x 710 247 1 2740 x 532 x 593 313 8 1981 x 914 x 533 603 4 4100 x 1370 x 561 1220 Load No. per Maximum MISSILES A873-99-523-8012 N15 Container A277-99-641-9634 Sling 4 Legged A841-99-624-2537 Weapon Container A277-99-179-7864 Sling 4 Legged A806-99-652-7179 Palletrolley PT 15 A277-99-711-1088 Sling 4 Legged A277-99-458-1459 Tray Transfer A277-99-587-9310 Sling 4 Legged A810-99-131-7676 Stowage Transfer Frame A277-99-711-1088 Sling 4 Legged Store Method of Transfer Sea Dart Sea Wolf (Conv) Sea Skua Side Winder Motor AIM-9L/AIM-9M AMRAAM

UK7-11 ORIGINAL ATP 16(D)/MTP 16(D)

Table UK7-1. Ammunition Transfer Loads (UK Specification) (Sheet 3 of 3) Non-explosivesExplosives FiredExplosives cases empty packages. ExplosivesExplosives In packages with seals intact. In broken seal packages. Stowed unpackaged in HM ships Stowed but unpackaged packaged both in in supply HM ships; ships e.g., and bombs. supply ships; e.g., bombs. If, in spite of allsafe, precautions, it ammunition is is to found be after jettisonedsonably receipt attainable, in paying in deep due water. a regard For supply to thisto ship the purpose, fishing in presence “deep vessels such of water,” or a underwater may cables condition vessels be and that anchoring. defined to the as the STO(N) the need considers maximum to depth it avoid of un- creating water a that subsequent is hazard rea- essary deck edge clearance. Where acceptable this height can be increased with the agreement of the ships involved. with the jackstay rig in manual mode and creep speed. cumstances, explosives should be retainedreturn and explosives returned to to a a DM DMthe Armament Armament ship Depot Depot. concerned. are Exceptionally, Particular remote, if they care the may is prospects be of to transferred being be to able taken aAll to to supply explosive ensure ship back that by rases explosives agreement to are with be the in carried STO(N) a out of safe in conditionNo accordance before explosive with transfer. whose FLAGO safety 2001. is in doubt should beTo transferred assist to STO(N) a in supply supply shipsnaled ship. in under dealing the with following the headings: problem posed by the return of armament stores, details of return are to be sig- NOTES: 1. Loads are normally to be within an overall height of 20572. mm from the underside of the Illustrations load of to the the lifting main point items3. of of the sling transfer to equipment achieve are the For shown nec- Sea in Dart Figure issues, item 7-29. A874-99-780-4571 Trolley is to be transferred4. first. Ship-to-ship guide ropes must be Depth used charges for filled all transfers HE are5. not to be transferred Depth in charges the filled assembled HE mode. are6. not to be transferred Explosive at stores sea should normally except only to be meet returned to emergency a operational supply requirements ship (NMER when this Art. is 2202 necessary 1.b). to maintain fighting efficiency. In other cir-

UK7-12 ORIGINAL ATP 16(D)/MTP 16(D)

DEPTH CHARGE TRANSFER FRAME PALLET RDS 4.5" Mk 8 (N6)

3" ROCKETS / LEPUS FLARES TRANSFER FRAME

LIGHT ALLOY TRAY PALLET TRANSFER 1000 lb BOMBS

Figure UK7-6. Ammunition Transfer Equipment (UK Specification) (Sheet 1 of 4)

UK7-13 ORIGINAL ATP 16(D)/MTP 16(D)

Figure UK7-6. Ammunition Transfer Equipment (UK Specification) (Sheet 2 of 4)

UK7-14 ORIGINAL ATP 16(D)/MTP 16(D)

GUIDE ROPES

SEA DART MISSILE

NETTED LACON (CARGO NETBOARD) Light Alloy Construction with Shock Attenuated Base for the Transfer of Palletised Explosive Loads.

Netted Lacons are available in two sizes: Large...... 1600 mm x 1245 mm SWL 2032 kg Medium...... 1219 mm x 1219 mm SWL 1542 kg

Figure UK7-6. Ammunition Transfer Equipment (UK Specification) (Sheet 3 of 4)

UK7-15 ORIGINAL ATP 16(D)/MTP 16(D)

NETLESS LACON

Light Alloy Construction with Shock Attenuated Base for the Transfer of Palletised Explosive Loads and Designated Weapon Containers.

Netless Lacons are available in three sizes:

Extra Large...... 2325 mm x 1445 mm SWL 2400 kg Large...... 1600 mm x 1346 mm SWL 2035 kg Medium...... 1219 mm x 1219 mm SWL 1525 kg

3 x 540 lb BOMBS IN A907 PALLET

Figure UK7-6. Ammunition Transfer Equipment (UK Specification) (Sheet 4 of 4)

UK7-16 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER UK8 Transfer of Personnel and Light Freight — United Kingdom

UK0830 Light Jackstay Rig

Note: The following paragraphs present details of UK rigs and procedures used in lieu of manila/synthetic highline rig. Paragraph numbering therefore does not parallel that of Chapter 8.

1. Details of the light jackstay rig are provided in Figures UK8-1 to UK8-3.

2. The light jackstay rig is the standard UK rig for the transfer of men, provisions, and light stores. It is used by several other NATO navies.

3. The rig is fitted in tankers, store support ships, and warships of frigate size and above. Most minor war vessels are capable of receiving, but not supplying the rig.

4. The jackstay and associated strop are to be examined before and after every occasion of use, particularly for wear over the run of the traveler block.

UK0831 Description

1. The support line comprises 150 meters of 32 mm (102 mm circumference) manmade fiber (MMF) with a round thimble eye and six-parted wire grommet. The nonworking end is whipped and heat sealed. The traveler block runs along the support line and is controlled by inhaul and outhaul lines.

a. The outhaul line consists of 150 meters of 16 mm (51 mm circumference) MMF with a 3/4 ton welling spring hook spliced into the end. The other end is tapered and fitted with a tackline to take a nonswivel Inglefield clip. Inglefield clips are also fitted at 40, 41 and 42 meters from the outboard end.

b. The inhaul line consists of 90 meters of 16 mm MMF with a 3/4 ton welling hook, spliced into one end with the other end heat sealed.

2. A messenger line will not be provided.

3. The maximum load to be transferred with this rig is 135 kg. A minimum of 25 men are required on the jackstay to maintain tension (28 in high sea states). The inhaul and outhaul lines can be adequately worked by six men on each end.

UK0832 Rigging the Delivering Ship

1. The pointed end of the support line is passed through the support line highpoint block about 3.7 meters to 4.6 meters above deck and lead blocks on deck, the remainder being faked down ready for passing (the traveler block being already on the support line and near the outboard end).

2. Inhaul and outhaul lines are hooked to the traveler block and also faked down in the vicinity. A snatch block is rigged at the highpoint and fairlead blocks are rigged as necessary for the inhaul line. Guardrails should be lowered and a temporary guardrail rigged.

UK8-1 ORIGINAL ATP 16(D)/MTP 16(D)

RECEIVING SHIP

BRAIDED

16 mm DIA

TES

O HEAVY JACKST

EYEPLA SHACKLE BLOCK OUTHAUL MANMADE FIBER 130 meters SLIP SHACKLE (BOW) HOOK 3/4 T

G. H. J. K.

L. M. N.

ANCE ABOUT 33 meters

ATION HIGHPOINT EYEPLA

BRAIDED

MAXIMUM LOAD TRANSFER 250 KG

WORKING DIST

AY RIGS CAN BE SECURED T

NORMAL

LINE 16 mm DIA

RIG RECEPTION ST

SUPPORT LINE 32 mm DIA MANMADE FIBER 150 meters EYEPLA SHACKLE BLOCK TRAVELER BLOCK MANMADE FIBER 90 meters INHAUL

NOTE: LIGHT JACKST

B. C. D. E. F.

DELIVERING SHIP

Figure UK8-1. Light Jackstay Rig (UK Specification)

UK8-2 ORIGINAL ATP 16(D)/MTP 16(D)

.16 F .14 GROMMET STROP SHACKLE

TOGGLE GROMMET SLIP STROP

EYEPLATE 25 mm EYEPLATE 19 mm

HARDWOOD OUTHAUL LINE TOGGLE TUFNEL SNATCH BLOCK AND SHACKLE

DETAIL OF GROMMET STROP 45.7 cm TO 61 cm IN LENGTH

SUPPORT SEIZING LINE

16 mm DIA F.S.W.R. 6 PARTED

TO HAULING ARRANGEMENTS Do

RECEPTION STATION

RECEIVING SHIP

Figure UK8-2. Light Jackstay Rig — Reception Arrangement (UK Specification)

UK8-3 ORIGINAL ATP 16(D)/MTP 16(D)

MARINE RESCUE STROP

STROP MANUFACTURED FROM HEAVY FLAK WEBBING

A - O RING

B - SLIDING TOGGLE

Figure UK8-3. Light Jackstay Rig Appliances (UK Specification)

UK8-4 ORIGINAL ATP 16(D)/MTP 16(D)

UK0833 Rigging the Receiving Ship

The reception arrangements are shown in Figure UK8-2. A slip is shackled to the top eyeplate, sited about 3.7 meters to 4.6 meters above the reception station’s deck level. A fairlead block is attached to the highpoint eyeplate; fairlead blocks, as necessary, are rigged on deck for the outhaul line. Guardrails in the vicinity of the dump should be lowered and a temporary guardrail rigged. Shot mats are to be provided as required.

UK0834 Passing the Rig

1. A messenger may be dispensed with and, as soon as the gunline has been passed, it is secured to an Inglefield clip at the bitter end. The distance line is clipped on at 25 fathoms (45 meters) and the phone line at 30 fathoms (55 meters) from the outboard end.

2. When the outhaul line is under control (about 10 meters) in the receiving ship, it is passed through a thimbled eye at the outboard end of the support line and secured with a hardwood toggle similar to the arrangement shown in Figure UK7-1.

3. The support line is then eased across, keeping it clear of the water.

UK0835 Receiving the Rig

1. The gunline and outhaul line are hauled over (by a minimum of six men) and the outhaul line is un- fastened and led through the fairlead blocks onboard the receiving ship. The outhaul line is hove in until the distance line (and telephone cable if used) can be unclipped.

2. The outhaul line is further hauled in until the grommet strop at the end of the support line can be attached to the slip. When the support line is secured, the bight of the outhaul line is released from the strop by removing the hardwood toggle.

3. The support line is then tensioned (by a minimum of 25 men or 28 men in inclement weather) and a test load of 135 kg is passed. The rig is then ready for use.

UK0836 Returning the Rig

1. When returning the gear, the distance line and telephone cables are paid out to their ends and dropped overboard separately.

2. A 10 meter length of the outhaul line is recovered by the receiving ship so that the support line strop can be secured in a bight of the outhaul line. The slip is then released and the support line paid back, keeping it clear of the water.

UK0837 Royal Fleet Auxiliaries

RFAs in general have a limited complement of seamen. If an RFA is to supply stores to be transferred by light jackstay rig, the ship receiving the stores will therefore be the ship delivering the rig.

UK8-5 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

UK8-6 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX UK9B VERTREP Equipment — United Kingdom

UK9B01 United Kingdom

1. Aircraft Cargo Hooks.

a. In RN helicopters, loads will normally be carried in nets or pallets, which may be used in conjunction with an extension strop and will be suspended from a cargo release unit (cargo hook) beneath the helicopter. The cargo release unit may be an integral part of the airframe (e.g., Lynx and Merlin) or it may be suspended on four slings beneath the aircraft (e.g., Sea King). All ‘marks’ of cargo release units provide facilities for:

(1) The secure connection of a suspended load to the helicopter.

(2) An electrically controlled release of the load.

(3) A manually operated system for the release of the load in an emergency, such as the failure of the helicopter’s electrical release system.

(4) The manual external operation of the release mechanism by deck personnel.

b. No. 1 Mk 1 Semi-Automatic Cargo Release Unit (SACRU). This unit is fitted to Sea King Mks 2, 5, and 6 helicopters and its operation is semi-automatic, in that the pilot or crewman has to release the load either electrically or manually. For emergency operation of the hook by deck personnel (see Figure UK9B-1), move the release lever in an anti-clockwise direction (viewed from port) for about 45° and apply a downward pressure in excess of 3.6 kg to the load beam. The release lever is spring loaded back to its normal position; the load beam will return to its cocked position as soon as the 3.6 kg pressure is removed. An alternative method of manually releasing the hook in an emergency is shown in Figure UK9B-2.

c. No. 2 Mk 1 Semi-Automatic Cargo Release Unit (SACRU). This unit (Figure UK9B-1) is fitted to Lynx helicopters. It is smaller than the No. 1 Mk 1 SACRU but operates in a similar manner.

d. No. 3 Mk 1 Semi-Automatic Cargo Release Unit (SACRU). This unit is fitted to Sea King Mk 4 and Merlin helicopters. It is larger than the No. 1 SACRU but operates in a similar manner.

2. Pendants and Slings. UK helicopters use various types of extension strop (Figure UK9B-3). The steel wire rope (SWR) strops are protected by plastic sheathing.

WARNING

Under no circumstances are 2.4 meter nylon strops to be connected together to form a longer strop.

3. Cargo Rings, Stirrups, and Shackles. See Figure UK9B-4.

UK9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

MANUAL RELEASE LEVER

MANUAL RELEASE SHACKLE RELEASE C B UNIT RELEASE UNIT LOAD BEAM LOAD BEAM PIVOT POINT PIVOT POINT SPRING LOADED SPRING KEEPER LOADED KEEPER LOAD BEAM LOAD BEAM SACRU No. 1 Mk 1 C B (SWL 2,721 kg) SACRU No. 2 Mk 1 (SWL 1,361 kg)

SHACKLE D MANUAL RELEASE LEVER

RELEASE SPRING UNIT LOADED KEEPER

LOAD BEAM PIVOT

LOAD BEAM D SACRU No. 3 Mk 1 (SWL 4,536 kg)

Figure UK9B-1. Types of Semi-Automatic Cargo Release Unit (SACRU) (UK)

4. Nets and Pallets.

a. Cargo Lifting Net (Figure UK9B-5). This net is made from braided nylon cord and is used for the transfer of loose cargo. The hooking-on arrangements and stirrup are shown in Figure UK9B-6 and the method of operation is described. The net has a safe working load (SWL) of 2,272 kg.

b. Palnets. The palnet (Figure UK9B-7) is an item of load-carrying equipment for helicopter slung loads. It consists of a 3- meter X 3-meter nylon webbing cargo net secured to the top of a 1.2-meter X 1.2-meter wooden pallet by a plywood baseboard bolted and screwed to the pallet. Steel links secured at each corner of the net provide the hooking-on arrangements. The palnet combines the advantages of a cargo net with the advantage of a pallet, including the ability to be transported by forklift truck on the ground, on the deck, or in the hold of a ship. The palnet has a safe working load of 1,018 kg.

WARNING

To avoid the danger of being struck by the potentially lethal metal element of a stirrup, extension strop, or net, deck personnel are to keep clear of the load release during automatic release.

UK9B-2 ORIGINAL ATP 16(D)/MTP 16(D)

KEEPER OPENED AGAINST SPRING

STATIC PROBE

SLIDE OFF LIFTING RING

Figure UK9B-2. Alternative Method of Manual Release (UK)

UK9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

LEG

SWL

11,300 kg

2 or 5 meter

SLING LEG

POLYESTER ROUND

SWL

LEG

2724 kg

3 meter

LEG

NYLON WEBBING

SWL

LEG

2724 kg

18 meter

SWL

LEG

2724 kg

9 meter

SWL

LEG

680 kg

5 meter

STEEL WIRE ROPE LEGS

LEG

SWL

680 kg

2 meter

SWIVELLING HOOK

Figure UK9B-3. Extension Strops (UK)

UK9B-4 ORIGINAL ATP 16(D)/MTP 16(D)

6.47

3.04

1.52

CENTIMETERS

SHACKLE

DIMENSION

7.62

1.90

15.24

CENTIMETERS

RING

DIMENSION

STIRRUP

ARE SIMILAR

LATCH

ARE CURRENTL

PRECISE DIMENSIONS OF THE STIRRUP UNAVAILABLE BUT TO THOSE QUOTED FOR THE RING

STIRRUP SAFETY WITH TRIGGER LEVER

Figure UK9B-4. Cargo Stirrups, Rings, and Shackles (UK)

UK9B-5 ORIGINAL ATP 16(D)/MTP 16(D)

4.6

meters

HOOK

1.4

1.8

meters

HOOK AND STIRRUP

INNER LIFTING MEMBER

BORDER CORD

NET (150 mm sq. MESH)

OUTER LIFTING MEMBER

HOOK

Figure UK9B-5. Cargo Lifting Net

UK9B-6 ORIGINAL ATP 16(D)/MTP 16(D)

AND

. ALL

AND THE NET

RETAINING

ACT GUARD ON

’ SECTION OF THE

A STIRRUP

AN EXTENSION STROP

A NETTED LOAD

STOUT GLOVES

MAN

A CLOSE CONT

STATIC PROBE MAN

CATCH ENABLES THE NET

O OR OFF OF THE STIRRUP

HOOK KEEPER

‘WAISTED

Y LIFTING HOOKS. FOR THE PURPOSE

ACHED FROM THE STIRRUP

HOOK-UP

HOOKING UP

ASSEMBL

ART

’ AREA AND ONT

CATCH PROVIDES

ARATED FROM THE NET

BEFORE THE NET IS LIFTED.

A HELICOPTER

UPPER P

ONLY PASS OVER THE

TES A SACRU OR THE HOOK OF

‘WAISTED

STIRRUP RETAINING CORD

STIRRUP FOR ENGAGEMENT ONT HELICOPTER CARGO HOOK OF EXTENSION STROP

O THE STIRRUP

’ SECTION. DEPRESSING THE SAFETY

ACCOMMODA

ALL FOUR HOOKS MUST BE DET

TES ALL FOUR OF THE NET

DOES NOT BECOME SEP

A SPRING-LOADED SAFETY

O PASS OVER THE

Y LIFTING HOOKS WILL

‘WAISTED

BE ATTACHED T

MUST

ART ACCOMMODA

ART

ART OF THE STIRRUP

WAISTED

ACE OF THE

Y LIFTING HOOKS T

AND FOR SECURITY

T. THE ASSEMBL

TING ASSEMBL

SAFETY

LOWER P

STIRRUP SECTION

THE UPPER P THE LOWER P OF LOADING/UNLOADING THE NET LAID FLA

STIRRUP

THE INSIDE F ASSEMBL

FOUR HOOKS CORD ENSURES THE STIRRUP

STIRRUP LATCH WITH TRIGGER LEVER

STIRRUP ACCOMMODA LIFTING HOOKS

Figure UK9B-6. Cargo Lifting Net — Hooking-On Arrangements (UK)

UK9B-7 ORIGINAL ATP 16(D)/MTP 16(D)

Figure UK9B-7. Typical Single Palnet Load (UK)

UK9B-8 ORIGINAL UNITED STATES INTENTIONALLY BLANK ATP 16(D)/MTP 16(D)

CHAPTER US2 Scheduling Replenishment at Sea — United States

US0230 United States Rigs

See Table US2-1.

US0240 United States Ships

See Figures US2-1 through US2-7. Table US2-2 provides pumping rates.

US2-1 ORIGINAL ATP 16(D)/MTP 16(D)

Table US2-1. Rigs Used by United States (Sheet 1of 2)

FUEL RIG UNITED STATES Crane or STREAM Large Nontensioned Small Close In Tensioned Astern Derrick Span Wire Ship Type or Class Derrick Span Wire

Oilers (TAO) R R R R-D R

Combination Oiler/ R R R R-D R Ammunition Ship (AOE)

Carriers R R R R-D R

Cruisers and Guided RRR R R Missile Cruisers

Guided Missile RRRR R R Destroyers and Frigates

Minesweepers RR R*

Ammunition Ships R R R R-D R (AE)

Combination Refrig- R R R R-D R eration/Stores Ship (AFS)

Stores Ship (AFS) RRR “SIRIUS Class”

PC R*

LHA R R R R-D R

LCC RRRR R

LPD/LSD R R-D R R R

Code: R – Receive * 64 mm fueling rigs. D – Deliver

Notes: Rigs are both port and starboard except carriers. Carrier rigs are starboard side only. All tensioned delivery rigs use slip clutches or weak links.

US2-2 ORIGINAL ATP 16(D)/MTP 16(D)

Table US2-1. Rigs Used by United States (Sheet 2 of 2)

UNITED STATES STREAM Heavy Manila Wire Highline Light Jackstay Tensioned Jackstay Highline (1) Ship Type or Class Highline

Oilers (TAO) R R-D R R-D

Combination Oiler/ R R-D R R-D Ammunition Ship (AOE) (AOR)

Carriers R R-D R R

Cruisers and Guided RRR-DRR Missile Cruisers

Guided Missile RRR-DRR Destroyers and Frigates

Minesweepers R

Ammunition Ships (AE) R R-D R R-D

Combination Refrigera- R R-D R R-D tion/Stores Ship (AFS)

Stores Ship (AFS) R R-D R R-D “SIRIUS Class”

LHA RRR-DRR

LCC RRR-DRR

LPD/LSD RRR-DRR

Code: R – Receive * 64 mm fueling rigs. D – Deliver

Notes: Rigs are both port and starboard except carriers. Carrier rigs are starboard side only. All tensioned delivery rigs use slip clutches or weak links.

(1) Can be either manila or synthetic support line.

US2-3 ORIGINAL ATP 16(D)/MTP 16(D)

Table US2-2. Hose Sizes and Pumping Rates (US Specification)

PUMPING RATE HOSE SIZE

64 mm 152 mm 178 mm

CUBIC METERS PER HOUR 56.8 454.2 681.3 MÈTRES CUBIQUES PAR HEURE

US2-4 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class KILAUEA Name of Ship USS KILAUEA AE-26 USS SANTA BARBARA AE-28 Type Nom du Bâtiment USS BUTTE AE-27 USS MOUNT HOOD AE-29 Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 2,350 385 Capacité Tonne Mètrique (m3)

Maximum Rate of SEE TABLE US2-2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 3,600 Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 2 UH-46 Levage 2,720 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure US2-1. KILAUEA Class (AE) (US)

US2-5 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class FLINT Name of Ship USS FLINT AE-32 USS MOUNT BAKER AE-34 Type Nom du Bâtiment USS SHASTA AE-33 USS KISKA AE-35 Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 2,350 370 Capacité Tonne Mètrique (m3)

Maximum Rate of SEE TABLE US2-2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 3,460 Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 2 UH-46 Levage 2,720 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure US2-2. FLINT Class (AE) (US)

US2-6 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class MARS Name of Ship USS MARS AFS-1 USS CONCORD AFS-5 Type Nom du Bâtiment USS SYLVANIA AF2-2 USS SAN DIEGO AFS-6 USS NIAGRA FALLS AFS-3 USS SAN JOSE AFS-7 USS WHITE PLAINS AFS-4

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 2,285 355 Capacité Tonne Mètrique (m3)

Maximum Rate of SEE TABLE US2-2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 3,580 Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 2 UH-46 Levage 2,720 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure US2-3. MARS Class (T-AFS) (US)

US2-7 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class SIRIUS Name of Ship USNS SIRIUS T-AFS-8 USNS SATURN T-AFS-10 Type Nom du Bâtiment USNS SPICA T-AFS-9

Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 350 Capacité Tonne Mètrique (m3)

Maximum Rate of SEE TABLE US2-2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 0 Levage 2,720 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure US2-4. SIRIUS Class (T-AFS) (US)

US2-8 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class SUPPLY Name of Ship USS SUPPLY AOE-6 USS ARCTIC AOE-8 Type Nom du Bâtiment USS RAINIER AOE-7 USS BRIDGE AOE-10 Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 16,5076,799 160 Capacité Tonne Mètrique (m3)

Maximum Rate of SEE TABLE US2-2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 2,630 Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 2 UH-46 Levage 2,720 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure US2-5. SUPPLY Class (AOE) (US)

US2-9 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class SACRAMENTO Name of Ship USS SACRAMENTO AOE-1 USS SEATTLE AOE-3 Type Nom du Bâtiment USS CAMDEN AOE-2 USS DETROIT AOE-4 Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 16,5076,799 160 Capacité Tonne Mètrique (m3)

Maximum Rate of SEE TABLE US2-2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 2,630 Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 2 UH-46 Levage 2,720 kg Hélicoptère

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure US2-6. SACRAMENTO Class (AOE) (US)

US2-10 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class KAISER Name of Ship USNS HENRY J. KAISER USNS WALTER S. DIEHL Type Nom du Bâtiment T-AO-187 T-AO-193 USNS JOSHUA HUMPHREYS USNS JOHN ERICSSON T-AO-188 T-AO-194 USNS JOHN LENTHALL USNS LEROY GRUMMAN T-AO-189 T-AO-195 USNS ANDREW J. HIGGINS USNS KANAWHA T-AO-190 T-AO-196 Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 9,360 6,127 Capacité Tonne Mètrique (m3)

Maximum Rate of SEE TABLE US2-2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 102 Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 0 Levage Hélicoptère

NOTE: T-AO is Navy Civil Service Manned

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure US2-7. KAISER Class (T-AO) (US) (Sheet 1 of 2)

US2-11 ORIGINAL ATP 16(D)/MTP 16(D)

FEET DISTANCE FROM BOW

MÈTRES DISTANCE DE L’ÉTRAVE

Class KAISER Name of Ship USNS PECOS USNS PATUXENT Type Nom du Bâtiment T-AO-197 T-AO-201 USNS BIG HORN USNS YUKON T-AO-198 T-AO-202 USNS TIPPECANOE USNS LARAMIE T-AO-199 T-AO-203 USNS GUADALUPE USNS RAPPAHANNOCK T-AO-200 T-AO-204 Liquids Replenishment Station Poste de Ravitaillement (Liquides)

Capacity Metric Ton (m3) 9,360 6,127 Capacité Tonne Mètrique (m3)

Maximum Rate of SEE TABLE US2-2 Pumping by Hose Ton (m3)/hr Débit Maximum Par Manche Tonne (m3/hr)

Solids Replenishment Station Poste de Ravitaillement (Solides)

Capacity Metric Ton (m3) 102 Capacité Tonne Mètrique (m3)

Helicopter Helicopters Maximum Lift Capacity Platform Hélicoptères Capacité Maximum de Plateforme pour 0 Levage Hélicoptère

NOTE: T-AO is Navy Civil Service Manned

See Key Diagrams in Tables 2-2 and 2-3 for Symbols.

Figure US2-7. KAISER Class (T-AO) (US) (Sheet 2 of 2)

US2-12 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER US3 Replenishment and Maneuvering Procedures — United States

US0313 Delivering Ship

When using Burton/double Burton rigs, the receiving ship furnishes its own phone line.

US0314 Receiving Ship

When using Burton/double Burton rigs, furnishing and handling its own Burton whip(s) and station-to-station lines.

US0323 Approaching and Maintaining Station

Receiving ship passes messengers, its own whip, and station-to-station phone line at each Burton station.

US3-1 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

US3-2 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER US4 Communications, Signals, and Lighting — United States

US0460 United States Navy Color Code

The following color code for safety helmets is promulgated for the convenience of all ships that may replenish from U.S. Navy ships.

WHITE Officers/CPOs and supervisors

YELLOW Rig captain

GREEN Signalman/phone talker

BROWN Winch operators

PURPLE Repair personnel

RED Line-throwing gunners (or bolo heavers)

WHITE (with red cross) Corpsmen

BLUE Deck riggers/line handlers

ORANGE Checkers/supply personnel

GRAY All others

US4-1 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

US4-2 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER US5 Emergency Procedures and Safety Precautions — United States

US0506 Special Precautions for Particular Rigs

1. Liquid Transfer.

a. Fuel STREAM Rig. See Chapter 5.

b. Spanwire Fueling. The 19 mm (diameter) and 22 mm (diameter) support lines have a weak-link end fitting installed on the outboard end of the wire that acts as a safety link that fails before the breaking load of the wire can be imposed on the outrigger or boom, thereby reducing the possibility of structural failure in the delivering ship’s fueling-at-sea system.

2. Solid Transfer.

a. Tensioned Highline Rig. See Chapter 5.

b. Burton Rig.

a. Single Burton. Disconnect receiving ship’s whip and cast off overboard clear of deck edge. (If time precludes the return of a suspended load or empty hook, each ship shall pay out its wire, endeavoring to maintain the load or hook centered between the ships as they separate, until all wires are run off the winch drums.)

b. Heavy Lift Burton (Double Burton).

(1) Where two double whips are in use:

(a) Deposit load or empty hook on closest ship.

(b) Clear load from landing area.

(d) Other ship maintains whip slack.

(e) Cut other ship’s wire just outboard of runner block.

NOTE

Cutting of the wire rope is required in this case because of time required to unshackle runner blocks from rigging plate and bending on of messenger to return rig.

(2) Where one of the wires in use is single part:

(a) Deposit load or empty hook on the ship with the doubled-up whip.

(b) Clear load from landing area.

US5-1 ORIGINAL ATP 16(D)/MTP 16(D)

(d) Other ship maintain whip slack.

(e) Disconnect single whip from rigging plate and cast off overboard clear of deck edge. (If time precludes disconnect of shackles holding the single whip to the rigging plate, it should be cut close up to its wire rope end fitting.)

(3) When both of the wires in use are a single-part rig arrangement, deposit load on nearest ship and carry out procedures above as for one single-part rig arrangement.

US5-2 ORIGINAL ATP 16(D)/MTP 16(D)

CHAPTER US6 Transfer of Liquids — United States

US0610 General Description of Fueling Methods

a. Fuel STREAM Rig. See Chapter 6.

b. Spanwire Rig. The spanwire rig is fitted on some fleet oilers, other auxiliary ships, and aircraft carriers. It is used when the fuel STREAM rig is not available. In the spanwire rig, the hoses are supported by three saddles rigged on a nontensioned support line. The hose is 73 meters in length, has the same hose sizes as fuel STREAM, and can be used to transfer the same products as fuel STREAM.

c. Close-in Rig. The close-in rig is an infrequently used rig.

US0630 Abeam Fuel Rigs

US0631 Equipment

1. Wire Rope.

a. Span Wire. Span wire is a 19 mm wire support line for a single hose rig and 22 mm wire support line for double hose rig. Length is 180 meters minimum for nontensioned rig and 245 meters minimum for tensioned (fuel STREAM) rig.

b. Spanwire Weak-Link End Fitting. Spanwire weak-link end fitting, illustrated in Figure US6-1, is available in two sizes to accommodate 19 mm and 22 mm diameter wire support line. The end fitting has a reduced section area designed to fail under tensile loads of 13,000 kg and 15,875 kg for the 19 and 22 mm fittings respectively. The support line end fitting is compatible with the probe fueling rig and can be readily used for conventional fueling methods such as with the breakable-spool coupling or Robb quick-release coupling. For use with conventional fueling methods, a shackle and pelican hook are added to the outboard end of the fitting. Alternate end fittings are shown in Chapter 6.

c. Saddle Whip. The saddle whip is a 13 mm or a 19 mm wire. The length of this whip is a minimum of 135 meters.

d. Recovery Line (Number 1 Saddle Whip). This whip is a 13 mm or 19 mm wire rope or a 89 mm double-braided nylon line, a minimum of 135 meters in length, depending on individual ship installations.

e. Stress Wire. Stress wire is a 13 mm wire rope, length to suit.

2. Manila or Synthetic Lines.

a. Hose Messenger. The hose messenger is the main line used to assist in hauling the rig across between the ships. Other lines, such as the station-to-station phone messenger, bridge-to- bridge phone/distance line messenger, and AvGas bonding cable are attached to this main messenger. These lines shall be attached at a minimum distance of 45 meters from the smaller end of the main messenger.

US6-1 ORIGINAL ATP 16(D)/MTP 16(D)

7 8

FOR SPAN WIRE

TOP VIEW SIDE VIEW

43 mm

116 mm

73 mm

ATTACHMENT POINT FOR EASING OUT LINE

Figure US6-1. Spanwire Weak-Link End Fitting (US Specification) (Sheet 1 of 2)

US6-2 ORIGINAL ATP 16(D)/MTP 16(D)

AREA

16 mm NOMINAL

SHEAR

END VIEW

30º

AREA

DIMENSION DEPENDENT UPON AVG. ROCK “C” HARDNESS

SHEAR

15.88 mm DIA ± .05 mm

45 mm

116 mm

TOP VIEW SIDE VIEW

38 mm

19 mm

41 mm

22 mm

Figure US6-1. Spanwire Weak-Link End Fitting (US Specification) (Sheet 2 of 2)

US6-3 ORIGINAL ATP 16(D)/MTP 16(D)

(1) The hose messenger is 180 meters or 244 meters of continuous graduated manila or synthetic line with tapered splice(s) as follows:

(a) SYNTHETIC: 61 meters of 37 mm line and 122 meters of 76 mm line or 61 m of 37 mm line and 180 meters of 76 mm line.

(b) MANILA: 30 meters of 12 thread, 30 meters of 21 thread, 30 meters of 57 mm line, and 91.5 meters of 76 mm line or 30 meters of 12 thread, 30 meters of 21 thread, 30 meters of 57 mm line, and 153 meters of 76 mm line.

(2) A soft eye splice forms the bitter end of the 76 mm synthetic or 76 mm manila portion of the messenger.

WARNING

If chafing is observed between the shackle and the soft eye splice, remove the eye splice and the end of the messenger.

(3) Chapter 6 shows the method of securing the hose messenger to the support line. b. Hose Messenger Return Line. This line is 76 meters of 63 mm manila or nylon line fitted with a thimble eye splice and 22 mm screw pin shackle on one end. c. Remating Line. This line is a 63 mm nylon or manila line of appropriate length suitable to the individual ship. It should be no less than 18 meters in length and shall have a thimble eye fitted on one end. The remating line is to be furnished by the receiving ship for use with the probe rig (see Chapter 6). d. Two-Fold Purchase. The two-fold purchase is used with the riding line as shown in Chap- ter 6. This tackle is a 63 mm manila line (length to suit) and two 178 mm blocks as shown. e. Riding Line. This line is a 102 mm manila line about 11 to 14 meters long. A thimble eye splice with a 83 mm pear-shaped link is inserted in one end of the riding line.

CAUTION

Nylon of equivalent size shall not be used for the riding line; only 102 mm manila is authorized. Failure to observe the prescribed riding-line arrangement (especially line sizes and types) could result in overload of eyeplates, cleats, or riding-line fittings with resultant injury to personnel. f. Outer Bight Line (Optional). This line is 102 mm double-braided spun polyester.

US6-4 ORIGINAL ATP 16(D)/MTP 16(D)

US0642 Fuel Rigs

1. Hose Assembly.

a. Hose. The hose is lightweight and nonrigid (collapsible) and is available in 102 mm, 152 mm, and 178 mm sizes of 11 meter lengths. See Table US2-2 for hose sizes and pumping rates.

b. Hose Saddles. The two types of hose saddles are shown in Figure US6-2. Type “A” is 48 cm long and is used for the single-hose rig and for the lower hose in the double-hose rig. Type “B” is 81 cm long and is used for the upper hose in the double-hose rig.

c. Hose Couplings. Hose couplings for 102 mm, 152 mm, and 178 mm hose are reattachable type couplings of male and female design. The female end incorporates a rubber “O” ring for sealing the joint. A split clamp and band assembly is used to attach the male and female couplings together.

d. Riding-Line Fittings. Riding-line fittings for 152 mm and 178 mm hose are flow-through design.

2. Fueling-at-Sea Couplings.

a. Single Probe Coupling. See Chapter 6 for details.

(1) Probe Relatching Tool. The probe relatching tool (Figure US6-3) is designed to provide a rapid means of relatching the probe’s six lock arms simultaneously.

(2) Sleeve Retractor. The sleeve retractor (Figure US6-4) is a special tool used to manually open the sliding sleeve valve in the probe for the purpose of draining the fuel from the hose rig and to provide access in the replacement of the probe nose seal.

(3) Remating-Line Hook. The remating-line hook is bolted to the outboard end of the probe carrier by the delivering ship for attachment of messenger/remating line (see Chapter 6).

b. Double Probe Rig. See Annex 2-A for details.

c. Combined Quick-Release Coupling and Valve (Robb Coupling). The Robb coupling (Figure US6-5) consists of a male end attached to the fueling manifold on the receiving ship and a female end secured to the end of the hose sent over by the delivering ship (Figure US6-6).

(1) Couplings made of steel may be used in ND (F-85), JP-5 (F-44), and NSFO (F-77) hose rigs; however, bronze couplings must be used in AvGas (F-18/22) hose rigs.

(2) The female end is a slightly tapered tube with a split clamp adapter at one end. Near the other end is a machined groove. The spring-tensioned ball race in the female end lines up with the groove in the male end, and the spring-tensioned sleeve on the outside forces the balls down into the groove, holding the two ends together. A valve, located in the female end, normally is held closed by a heavy spring. A gasket ensures a tight seal. A nipple gasket provides a tight joint when the two ends are joined. A ring-shaped actuating cam in the male end is linked to an operating lever. When the lever is turned to the open position, the cam is thrust forward, opening the valve. Both 152 mm and 178 mm split clamp adapters are available for the female end. Therefore, the coupling can be used with either 152 mm or 178 mm hose.

US6-5 ORIGINAL ATP 16(D)/MTP 16(D)

(3) To connect the quick-release (Robb) coupling, the female end is fitted around the male end. The spring-tensioned sleeve is pressed back until the ball race engages the annular groove on the male end, forming a positive lock. For the female end to engage the male end, the operating lever must be in the closed position. After engaging, the operating lever is turned to the open position, opening the valve in the female end. This completes the connection.

CAUTION

It is not possible to engage the female end with the male end if the operating lever is in the open position.

(4) The quick-release (Robb) coupling shall not be uncoupled until pumping and blow through are completed and the coupling valve operating lever is placed in a closed position. To disconnect the coupling, the sleeve is forced back, usually by a pry bar, and the female end is pulled away. (There are slots in the sleeve to permit insertion of the pry bar.)

d. Breakable-Spool Coupling. See Chapter 6 for details.

e. The 64 mm Quick-Release Coupling. This coupling is used when fueling small ships with 62 mm fuel risers. (See Figure US6-6.)

f. Astern Fueling Hose Coupling. Figure US6-7 shows a breakable-spool coupling’s “B” end that has been modified to provide improved hydrodynamic characteristics and to provide an attachment point on the outboard end for the hose end.

US6-6 ORIGINAL ATP 16(D)/MTP 16(D)

FLOW-THRU SAFETY ANCHOR SADDLES SHACKLES

152 mm 19 mm

178 mm 22 mm

13 mm SAFETY ANCHOR SHACKLE

13 mm WIRE PENDANT (CRES) SADDLE APPROX 76.2 cm LONG WHIP

FLOW-THRU SADDLE HOSE COUPLING (TYPE B) (SPLIT CLAMP TYPE)

13 mm DIA LINK 64 mm x 127 mm

HOSE

FLOW-THRU SADDLE (TYPE A)

Figure US6-2. Hose Saddles (US Specification)

US6-7 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-3. Probe Relatching Tool (US Specification)

US6-8 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-4. Sleeve Retractor (US Specification)

US0643 Details of Fueling Rigs

The US Navy has four methods for the transfer of fuel at sea. In order of preference these are: fuel STREAM, spanwire, and close-in for abeam fueling and the astern method for astern fueling.

US0644 Single Probe Rig

See Chapter 6 for details.

US0645 Double Probe Rig

1. The double probe rig consists of a double probe and a double receiver as shown in Figures US6-8 and US6-9.

a. Double Probe and Carrier Assembly. Double probe and carrier assembly consists of a traveler block assembly and two probe assemblies. The probe and tube (training mechanism) for the double probe is identical to and interchangeable with the single probe shown in Figure US6-10a. The

US6-9 ORIGINAL ATP 16(D)/MTP 16(D)

SPRING-

TING

BALL RACE

TENSIONED

TING

LEVER

OPERA

CAM

ACTUA

SLEEVE

SPRING-

TENSIONED

END

RING

VALVE

PRY BAR

GASKET

SLOT FOR

NIPPLE

GASKET

VALVE

HOSE

152 mm

FLANGE

VALVE

SPRING

OPEN

VALVE

GROOVE

MACHINED

POSITION

YING

MALE END RECEIVING SHIP

ACHABLE FOR PR

SPLIT CLAMP COUPLING ADAPTER

O U.S. SHIPS

ANNULAR GROOVE

LEVER-DET OPEN SPRING-TENSIONED SLEEVE

Y ON U.S. T

SLEEVE

SLIP BACK

USED ONL

SPRING-TENSIONED

QUICK-TRIP ROBB COUPLING DEVICE

FEMALE END DELIV. SHIP

TO RELEASE BEARINGS,

Figure US6-5. Combined Quick-Release Coupling and Valve (US Specification)

US6-10 ORIGINAL ATP 16(D)/MTP 16(D)

ANAG

TION AND WILL

BE REPLACED BY

O 178 mm SPLIT CLAMP

1.2 meters

RATIFICA

TIONAL

AND 3 WILL

-THRU RIDING LINE FITTING

2.7 meters

PRESSURE REFUELING NOZZLE ONCE ST 1357 HAS NA

BECOME EFFECTIVE UNDER CHANGE 3.

64 mm SPLIT CLAMP 64 mm MALE HOSE COUPLING 64 mm HOSE 64 mm FEMALE HOSE COUPLING REDUCER 178 mm FEMALE SPLIT CLAMP TO 64 mm MALE SPLIT CLAMP 178 mm SPLIT CLAMP ADAPTER 178 mm FLANGE T 178 mm ROBB COUPLING (MALE END) 178 mm ROBB COUPLING (FEMALE END) 178 mm MALE HOSE COUPLING 178 mm HOSE 178 mm FEMALE HOSE COUPLING 178 mm FLOW

NOTE: PIECES 1, 2,

(4) (5) (6) (7) (8)

(9)

(11)

(10)

(12) (13) (14) (15) (16)

T CLAMP

3 meters

HOSE FITTING

WITH CHAIN

ROBB COUPLING TERMINAL

178 to 64 mm REDUCER TERMINAL

3 meters

64 mm CAP 64 mm QUICK-RELEASE COUPLING ADAPTER 64 mm FEMALE SPIL

64 mm MALE HOSE THREAD

PARTS LIST (1) (2) (3)

Figure US6-6. Terminal Hose Fittings (US Specification)

US6-11 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-7. Astern Fueling Coupling Conical Cap Dimensions (US Specification)

US6-12 ORIGINAL ATP 16(D)/MTP 16(D)

double probe and carrier can be used to a single probe receiver when the lower probe is retracted as shown in Figure US6-10b.

b. Double Probe Receiver. The double probe receiver consists of two receivers and a special base plate with built-in swivel feature to permit tracking through full working range of the fueling station. A special wire-reinforced hose connects each of the receivers to the fuel riser piping. Each receiver has a handle mounted on the housing to provide a means of disengaging the probe at the receiver. Flags are mounted on each housing to indicate when the probe is fully engaged in receiver.

2. The rate of fuel transfer can be increased by using a double-probe rig. Two hoses are suspended, one below the other, from a single support line as shown in Figure US6-8. With this rig, two kinds of fuel may be transferred simultaneously from a single transfer station, or one kind may be pumped through both hoses.

3. To use this rig, oilers must have special support line winches and heavy duty or reinforced booms or outriggers.

4. Assembly of the double-probe rig is the same as the spanwire rig and heavy weather rig with the following exceptions:

a. Two hoses are suspended, one below the other, from a single support line.

b. Two types of flow-through saddles are used. The upper saddle (type “B”) is 81 cm long and the lower saddle (type “A”) is 48 cm long. Type “A” is normally used for the single hose rig.

c. The support line shall be 22 mm wire rope.

d. A 22 mm support line weak link or a 19 mm safety shackle and long link is installed on the outboard end of the support line.

5. In order to aid in product identification on the receiving ship, the outboard end of the fuel hose and the probe attached to the hose shall be marked to show the product in hose. Marking shall be white letters 76 mm high painted on opposite sides of the hose and coupling.

6. Procedures for passing, tending, and recovering the double-probe rig are the same as outlined in Chapter 6 for the single-probe rig

US0646 Spanwire Rig

1. In this rig (Figure US6-11), the hose is carried between two ships on a nontensioned support line. The spanwire rig shall be rigged with wire for all saddle whips, including the recovery whip, whenever winches can be made available. Otherwise double-braided nylon line is substituted for one or more of the normally wire-rigged saddle whips. For substitution of wire whips, a minimum of 89 mm circumference double-braided nylon line shall be used — 137 meters in length for recovery whips and lengths to suit individual ship installations for other saddle whips.

2. Rigging the Delivering Ship for Spanwire Rig.

a. Hose Assembly. Hose assembly procedures for the spanwire rig are the same as the fuel STREAM rig as specified in Chapter 6 with the exceptions noted herein. The spanwire rig is approximately 75 meters long with the following fittings and hose lengths coupled in succession, starting with inboard end of the hose rig:

US6-13 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-8. Fuel STREAM Double Probe

US6-14 ORIGINAL ATP 16(D)/MTP 16(D)

OPS)

SUPPORT LINE

MESSENGER RETURN LINE

AND TROLLEY

LONG STRESS WIRE

SHORT STRESS WIRE

PIN-PIN

LINK

(PULLS LOWER PROBE FIRST)

INHAUL

LOCK

O A SINGLE-PROBE

(PULLS UPPER PROBE FORWARD AFTER LOWER PROBE ST

BLOCK ASSEMBL

O LOCK LOWER PROBE BACK

ACTS

(USED T WHEN SENDING T RECEIVER)

TROLLEY

16 mm SCREW PIN SHACKLE

LOWER RECEIVER FIRST

LOWER PROBE CONT

RISERS)

MESSENGER

STAR MESSENGER ATTACHMENT (USED WHEN SENDING TO A SINGLE-PROBE RECEIVER)

O FUEL

PROBE RECEIVERS

SUPPORT LINE END FITTING

FLAG

RECEIVER HOSES (T

PELICAN HOOK

FLAG

ASSEMBL

AIRLEAD BLOCK

SWIVEL

TE ASSEMBL

MESSENGER F

BASE PLA

Figure US6-9. Double Probe and Receiver

US6-15 ORIGINAL ATP 16(D)/MTP 16(D)

CLAMP

INHAUL

MESSENGER RETURN LINE

SPECIAL

PIP PIN

RISERS)

16 mm SCREW PIN SHACKLE

SINGLE PROBE

O FUEL

MESSENGER

SUPPORT LINE END FITTING

PROBE RECEIVERS

FLAG

RECEIVER HOSES (T

AIRLEAD BLOCK

PELICAN HOOK

ASSEMBL

FLAG

TE ASSEMBL

SWIVEL

MESSENGER F

BASE PLA

Figure US6-10a. Single Probe and Double Receiver

US6-16 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-10b. Double Probe and Single Receiver

US6-17 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-11. Spanwire Rig — Single Hose with Breakable-Spool Coupling (US Specification)

US6-18 ORIGINAL ATP 16(D)/MTP 16(D)

(1) Two 10.6 meter lengths of hose (inboard length cut to suit).

(2) Flow-through saddle.

(3) Two 10.6 meter lengths of hose.

(4) Flow-through saddle.

(5) Two 10.6 meter lengths of hose.

(6) Flow-through saddle.

(7) One 6.7 meter length of hose.

(8) Flow-through riding line fitting.

(9) One 1.2 meter length of hose.

(10) Flow-through riding line fitting.

(11) One 2.7 meter length of hose.

(12) Fueling probe.

b. Rigging the Hose Assembly. Rigging the hose for the spanwire rig is the same as specified in Chapter 6 for the fuel STREAM rig, except that the spanwire rig has three flow-through saddles instead of four. The inboard saddle whip controls the number 2 and number 3 saddles.

3. Sending Over the Lines. Procedures are the same as specified in Chapter 6 for the fuel STREAM rig.

4. Passing, Tending, and Recovering the Spanwire Rig. In passing, tending, and recovering the spanwire rig, the procedures are the same as outlined in Chapter 6 for the fuel STREAM rig, except that the support line is not tensioned.

5. Rigging the Receiving Ship. All procedures outlined in Chapter 6 for the fuel STREAM rig are applicable to the receiving ship when receiving the spanwire rig, except for tensioning and detensioning the support line.

US0647 Passing and Tending the Close-In Rig

1. Description.

a. The hose is supported by whips leading from the hose saddles to the kingpost outrigger or boom or other high projection on the delivering ship. When the rig is used to fuel a large ship, the hose may also be supported by an outboard bight line led from the outboard saddle to a highpoint on the receiving ship.

b. Paragraph US0641 contains information about the saddle whips, outer bight line (optional), recovery line saddle whip, and hose messenger. The outer bight line, which is optional, is used only when fueling ships larger than destroyer types.

US6-19 ORIGINAL ATP 16(D)/MTP 16(D)

2. Passing the Hose.

a. The oiler pays out the hose messenger by hand as the receiving ship hauls it on board. The receiving ship connects it to the pre-reeved messenger and brings it in by hand or winch.

b. The oiler pays out on the recovery whip and other saddle whips, allowing the receiving ship to haul in on the hose. If an outer bight line is used, the men on this line help haul over the hose and messenger.

c. As the end of the hose comes on board, the stops securing it to the messenger are cut one by one until the riding-line fitting is within easy reach.

d. At the first opportunity, the bight of the riding line is slipped over the hook and the riding line is set taut.

e. The hose end is then coupled to the receiving ship’s hose or manifold or is lashed in the open fueling trunk. When the hose is lashed in an open trunk, the trunk top should be covered with canvas to prevent fuel oil from splashing out.

CAUTION

The use of rags to cover open trunks is very dangerous. Should a rag slip into the fuel trunk and clog the strainer, oil spillage would occur.

f. The messenger is restopped to the hose, removed from the snatch block, and the bitter end returned to the delivering ship where it is tended as the ships open or close distance.

g. Alternatively, at the option of the delivering ship, the entire hose messenger may be returned, in which case the messenger is unshackled from the riding-line fitting and returned large end first to the delivering ship. The delivering ship indicates which method is required by labeling the return line identification tag with the additional words: “Small end” or “Large end.”

3. Tending the Hose. The delivering ship tends the hose during transfer by paying out or taking in the saddle whips as the distance between ships increases or decreases.

a. The hose should be kept clear of the water and a sufficient bight must be maintained between saddles to avoid parting of the hose.

b. When an outer bight line is used, the receiving ship assists the delivering ship in tending the outboard saddle. The men tending the lines on both ships coordinate their efforts so that the outboard saddle whip and the outer bight line form an upright “V.” Care should be used to keep these lines from stretching out horizontally since they may part under the strain.

4. Recovering Hose and Outer Bight Line.

a. When pumping and blow through are completed, the receiving ship disconnects the hose and lashes the Robb valve in the closed position or replaces the hose cap or end flange, making sure that no wiping rags are left in the end of the hose.

b. The hose and the outer bight lines are eased out and the oiler heaves in and two-blocks the saddles.

c. The rest of the hose is then hauled aboard by heaving in on the recovery whip.

US6-20 ORIGINAL ATP 16(D)/MTP 16(D)

d. Finally, the receiving ship returns the outer bight line, the phone lines, and the messengers; the delivering ship returns the bridge-to-bridge phone/distance line.

US0648 Blowing Through Hose Procedures

1. When the signal to stop pumping is received in the supplying ship, the valve in the fuel oil transfer piping at the transfer station is closed and low-pressure air (approximately 6 kg/cm2) is injected into the fuel transfer hose. The process of blowing oil into the customer ship’s tank requires about 3 minutes to complete, and should be followed by a back suction. The customer ship must not disconnect the hose from the fuel riser or remove it from the fuel tank until blow through (and back suction as appropriate) is completed. Customer ships must also leave valves to tank vents open during blow through so that the oil and air may move through the hose.

2. A 179 mm, 91 meter fuel hose rig will contain approximately 1.7 m3 of fuel. To permit the hose to be blown through the customer ship must give the signal to stop pumping at a time that will permit the receipt of the additional fuel from the blow through.

3. A second step in removing the fuel from the hose is commonly referred to as back suction. The term, “back suction,” as applied to this operation is a misnomer and can be misleading. The main cargo pumps of an oiler are large centrifugal pumps that can run in only one direction; therefore, there is no way of connecting the discharge line to the suction side of the pump to give a positive suction effect. Actually, the oiler allows the fuel to recycle through a line passing the piping manifold to a tank in the oiler, creating a slight suction caused by the venturi effect as the fuel flows past the manifold. This method normally will remove approximately one-half of the fuel oil in the hose and will require considerably more time than the blow through.

US0650 Astern Fueling Methods

US0651 Astern Fueling — Float Method

1. Description. In the astern method of fueling, the merchant tanker streams a single 152 mm hose rig through a stern roller assembly and the escort ship maintains station astern and outboard to starboard of the delivering ship while receiving fuel. The astern fuel rig characteristics dictate employment of the rig at a forward fuel reception station. No attempt should be made to receive the rig at an after reception station.

a. Figure US6-12 is a plan view drawing of a typical astern fueling operation. It illustrates the most desirable location of the reception station relative to the marker buoy.

b. The fueling preparations outlined in Chapter 6 are particularly valid in their specific application to astern fueling.

c. Deballasting and fuel redistribution requirements are emphasized in order to permit maximum efficient flow through the single hose system.

d. Basic communications procedures will be conducted as outlined in Chapter 4. (Sound-powered telephone lines will not be passed.)

e. Figure US6-13 provides details for the astern fueling rig.

2. During the fuel transfer phase of astern fueling, the receiving ship maintains a safe distance astern of the tanker by station keeping on a position buoy that is towed about 122 meters astern, to port, of the tanker. At that time, the receiving ship’s horizontal position, in relation to the delivering tanker, is ideally about 12.2 meters outboard of a line extended aft from the tanker’s starboard beam (Figure US6-12). That

US6-21 ORIGINAL ATP 16(D)/MTP 16(D)

ANKER)

OWS

146 meters 121 meters 210 meters 182 meters

FUEL RISER

Y LINE

HOSE IN CONNECTED POSITION

RECOVER

DELIVERING SHIP

(MERCHANT T

FROM STERN OF DELIVERING SHIP

T THE LAST 30.4 meters OF THE HOSE T

NATO VESSELS NATO VESSELS U.S. DESTROYER TYPES U.S. DESTROYER TYPES

(SEE TABLE BELOW)

O ACHIEVE THE BEST HOSE RIDING POSITION.

ENSURES THA

LINE IN STREAMED CONDITION

FAIR WEATHER

FOUL WEATHER

Y BE ADJUSTED T

DISTANCE OF POSITION BUOY

HOSE IN STREAMED CONDITION

OR J) MA

POSITION BUOY

FROM STERN OF DELIVERING SHIP

APPROX 12.2 meters

ATION WITH THE POSITION BUOY

FUEL RISER

RECEIVING SHIP

POSITION BUOY

DISTANCE OF POSITION BUOY

IN A BIGHT. THE SHAPE OF THE BIGHT (L

BRIDGE

NOTE: ALIGNING THE RECEIVING ST

Figure US6-12. Typical Astern Fueling Station Keeping (US Specification)

US6-22 ORIGINAL ATP 16(D)/MTP 16(D) condition should prevail in a relatively calm sea and with no adverse effect from sea or wind. Actually, station keeping in a horizontal plane is a function of maintaining station on the hose because, at times, wind and sea action prevent the hose from streaming directly astern of the tanker’s stern roller. Normally the tanker’s stern roller is installed about 9.1 meters inboard. Therefore, the receiving ship will be about 21.3 meters from the streamed line of the hose at the reception station. Ship positioning in relation to the hose and the refueling station is very critical. Too much or too little hose catenary will cause undue hose strain, hose bending, and severe hose whiplash.

3. Rigging the Receiving Ship.

a. Where installed, remove probe receiving equipment at reception station to be rigged for receipt of astern fueling rig.

(1) Disconnect probe receiver assembly by removing horizontal bolt securing the swivel arm and swivel joint assemblies. Retain bolt and nut with swivel joint assembly.

(2) Disconnect probe receiver hose assembly flange fitting from fuel oil riser.

(3) Remove probe equipment to temporary stowage clear of reception station.

b. Install adapter ell on fuel riser to adapt flange on riser to 152 mm flange on “A” end of the breakable-spool coupling.

c. Install “A” end of breakable-spool coupling on fuel riser.

d. Shackle a 304 mm wooden snatch block to the existing probe messenger fairlead eyeplate, using an upset safety anchor shackle through the block’s oblong eye. This will be used as the hose messenger fairlead block (Figure US6-14).

e. Shackle a 304 mm wooden snatch block, using an upset safety anchor shackle through the block’s oblong swivel eye, to the eyeplate located below the probe receiver joint. This will be used as an inhaul/retaining-line fairlead block (Figure US6-14).

f. The inhaul/retaining line is 101 mm manila or 76 mm nylon, 15.2 meters long. One end of the line has a thimbled eye shackled to the eye of a standard No. 27 safety hook. A bight of the line at the hook end is inserted in the inhaul line block (Figure US6-14).

US6-23 ORIGINAL ATP 16(D)/MTP 16(D)

ADAPTER

ADAPTER CLAMP

WIRE ROPE

ROD

SECURING

E6x37

FOR 12 mm DIA

ANCHOR SAFETY

TE - 12 mm THICK

WIRE ROP

COUPLING

SWIVEL 12 mm DIA THIMBLE FOR 12 mm WIRE ROPE WIRE ROPE CLAMP WIRE ROPE SOCKET FOR 12 mm DIA FLOUNDER PLA SECURING LINK - 16 mm DIA PEAR-SHAPED LINK - 25 mm DIA SHACKLE - 12 mm 12 mm CHAIN - TYPE 1 12 mm RIVET LINK 16 mm PEAR-SHAPED RIVET LINK

13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24.

APPROX 94 meters

HOSE RIG MESSENGER

ASSEMBL

WIRE ROPE

APPROX 5.5 meters

HOSE BRIDGE

WIRE ROPE

NYLON ROPE

E6x37

CAP ON MODIFIED B-END OF BREAKABLE SPOOL

FOR 13 mm DIA

ANCHOR SAFETY

- 19 mm SIZE

ROD

WIRE ROP

CONICAL

HOOK-3T

FLOAT ASSEMBL

APPROX 3.3 meters

13 mm DIA THIMBLE FOR 13 mm DIA WIRE ROPE CLAMP SHACKLE - 16 mm JAW END SWIVEL GRAPNEL SWIVEL

LINK 94 meter MESSENGER - 60 mm DOUBLE-BRAIDED NYLON ROPE LINK-25mmDIA SHACKLE - 19 mm THIMBLE FOR 20 mm DIA

1. 2. 3. 4. 5. 6. 7. 8. 9.

11.

10.

12.

SPOUT-TYPE FLOA

(MESSENGER BODY)

Figure US6-13. Float Assembly, Hose Rig Messenger, and Hose Bridle Assembly (US Specification)

US6-24 ORIGINAL ATP 16(D)/MTP 16(D)

HAND TENDED LINE

AINING

PROBE SWIVEL JOINT

INHAUL/RET LINE BLOCK 305 mm WOOD

25 mm SHACKLE

GRAPNEL

LINE

AINING

LINE HOOK

EASING OUT

INHAUL/RET

HOSE MESSENGER FAIRLEAD BLOCK 305 mm WOOD

RISER

ASSEMBL

ADAPTER

ROLLER

COUPLING

FUELING FUEL

LINE

E11 FOR CONVENTIONAL

HOGGING-IN

SPOOL

203 mm - 152 mm

“A” END OF BREAKABLE

Figure US6-14. Reception Station Rigged for Receiving Astern Rig (US Specification)

US6-25 ORIGINAL ATP 16(D)/MTP 16(D)

g. Secure a 89 mm circumference manila line to the existing probe swivel joint using a regular safety anchor shackle. Fit the shackle to the swivel joint using the existing horizontal bolt and secure the shackle safety bolt through a thimble eye spliced in the manila. This will be used as the easing-out line. The easing-out line should be twice as long as the distance from the messenger fairlead block to the waterline. An additional 15.2 meters of line is required for deck handling to a cleat and easing-out operations.

h. Prepare a 89 mm circumference manila grapnel line, 15.2 meters long. Splice a thimble in one end of the line. Shackle a grapnel hook to the thimble eye. Secure a 25 mm free-running shackle around the line. Secure the bitter end to an on-station bitt or cleat (Figure US6-15).

i. Coil down a 15.2 meter length of 52 mm circumference manila for use as a hose hogging-in line.

j. Install manila rope temporary lifelines and disconnect wire lifelines in way of rig at hose reception station.

k. The receiving ship must provide antichafing gear for all sharp edges on which the hose may ride during replenishment. A small boat fender or the equivalent should be secured inboard of the deck edge to provide a nonabrasive, rounded surface at the point the hose is brought aboard.

l. The following special equipment is required on transfer station (both ships) in addition to the applicable tools.

(1) Signal flags of 9 meter square bunting for daytime use: 1 red, 1 green, and 1 white.

(2) Signal wands (or flashlights with cone fixtures): 1 red, 1 green, and 1 amber.

(3) Sledge hammer for use in emergency breakaway.

(4) Socket wrench and 38 mm socket for air bleeder valve in the conical cap hose end fitting.

(5) Oil drip pan to catch spillage.

(6) Rags or fiber waste.

4. Grappling and Securing the Hose Rig (also see Table US6-2).

a. The receiving ship approaches the hose messenger buoy from astern and normally maneuvers at a speed 3 to 4 knots greater than base speed (12 knots). The closure rate (about 91 meters) to 121 meters per minute) is reduced as the buoy comes down close to the bow, port side.

b. A 63 meter manila tag line messenger will be laid out from the forward port reception station to bow outboard of all stanchions and obstructions. The messenger buoy will be grappled forward of the bow wash.

c. With the bitter end of the grapnel line secured to a nearby cleat, the grapnel line is taken in hand with a free-running 25 mm shackle at the bottom of a bight just above the water surface (Figure US6-15). The grapnel is heaved across the hose messenger before the hose float enters the bow wash. The 25 mm shackle should tend to sink between the ship and the hose messenger and cause the grapnel to contact the messenger grapnel. The grapnel line is kept slack until the two grapnels make contact.

US6-26 ORIGINAL ATP 16(D)/MTP 16(D)

SHACKLE

SECURE BITTER END GRAPNEL TO CLEAT

76 mm NYLON LINE

25 mm SHACKLE (FREE RIDING)

Figure US6-15. Configuration of the Grapnel Line (US Specification) d. Haul the hose messenger and float assembly up to the deck until both can be taken in hand safely.

CAUTION

Do not bring the float assembly inboard of the rail. e. With the messenger float assembly firmly in hand, outboard of the life lines, disconnect the float and grapnel from the messenger at the swivel hook and link connection (Figure US6-16). Do not attempt to disassemble any other component of the float assembly. Bend the 63 mm manila tag line messenger to link connection and lower back over the side. f. The receiving ship then increases speed by about a half knot and slowly moves up on station as slack is heaved in on the 64 mm tag line messenger at the reception station, bringing aboard the hose messenger. g. Haul in on the hose messenger until a safe working bight of the manila can be reeved in the hose messenger fairlead block. Lock the snatch block after the messenger can be made free for running.

US6-27 ORIGINAL ATP 16(D)/MTP 16(D)

Table US6-1. Summary of Float Method — Passing the Gear

DELIVERING SHIP RECEIVING SHIP

1. When ready for receiving ship to approach, hoist flag 1. Hoist flag Romeo close up on the side where the Romeo close up. hose will be received when commencing approach.

2. Approach the spout float from astern.

3. Grapple the hose line. This should be done at a distance from the float, not at the float itself.

4. Haul in the hose line and bring to the capstan, and heave around on capstan to bring hose aboard.

2. Haul down flag Romeo when receiving ship hauls 5. Haul down flag Romeo when hose is on deck. flag Romeo down.

6. Hang hose by hose hanging link on the slip, and stop hose line to the guard rails.

7. Remove conical cap and connect up the hose.

3. Acknowledge signal to start pumping. 8. When ready to receive oil, make hand signal to supplying ship, “Start pumping.”

4. Hoist flag Bravo and start pumping. 9. As soon as oil starts to flow, hoist flag Bravo.

h. After the hose messenger line is disconnected from the 64 mm tag line messenger, the messenger is hauled through the fairlead block while the receiving ship continues to approach (at about a half knot over the delivering ship’s speed) the streamed hose end fitting. The closure rate should not exceed the inhaul rate of the messenger and hose and should be such that neither messenger nor hose are towed in a bight prior to connection of the breakable-spool coupling.

i. Belay the hose messenger to a cleat when it is close up in the fairlead block.

j. Pass the bitter end of the easing-out line through the pear-shaped link connecting the hose messenger and the conical cap. Remove slack from the easing-out line and belay the line to a cleat (Fig- ure US6-17).

k. Secure the hogging-in line around the hose and haul the hose in as it is brought aboard by action of the inhaul line (Figure US6-17).

l. Engage the inhaul line hook (Figure US6-17) with the most outboard hose bridle (flounder plate) link that can be safely reached. Haul the bridle in until the inhaul line is close up in its fairlead block. Belay the free end of the inhaul line to a cleat (Figure US6-18).

m. Use a socket wrench with a 38 mm socket to open the conical cap air valve and bleed the (flotation) air from the hose. Close valve after air has been bled off (Figure US6-19).

n. Ensure that the inhaul is securely engaged with the flounder plate link and that the hogging-in line handlers have the hose tending toward the riser. Disconnect the conical cap from the “B” end of the breakable-spool coupling by unscrewing the three drop bolt nuts located around the outside of the modified breakable-spool coupling (Figure US6-19).

o. Manually position the hose so that the modified “B” end swing bolts can be engaged with the corresponding lugs in the “A” end fitting of the breakable-spool coupling fixed to the fuel riser (Figure US6-20).

US6-28 ORIGINAL ATP 16(D)/MTP 16(D) p. Ensure all valves in the fuel receiving system are correctly positioned. Signal the supplying ship to commence pumping by displaying green flag during daylight and green wand at night. Sup- plying ship will display green signal when pumping has started.

CAUTION

Because of the inherent danger of fuel loss caused by damage to the hose or fittings, it is essential to detect losses as soon as possible. A visual observation of the hose rig during daylight should reveal any leakage; however, during night fueling, the supplying ship should report immediately if a sudden pressure drop indicates a faulty hose rig.

DISCONNECT HOSE RIG MESSENGER FROM FLOAT ASSEMBLY

HAND-TENDED LINE

HOSE MESSENGER HOSE GRAPNEL RIG SPOUT-TYPE FLOAT MESSENGER (MESSENGER BUOY)

Figure US6-16. Grappling the Hose Rig Messenger (US Specification)

US6-29 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-17. Securing the Hose Rig (US Specification)

US6-30 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-18. Disconnecting the Conical Cap (US Specification)

US6-31 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-19. Conical Cap and Modified B-End of Breakable Spool Coupling (US Specification)

US6-32 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-20. Reception Station Rigged for Fuel Transfer (US Specification)

US6-33 ORIGINAL ATP 16(D)/MTP 16(D)

q. With the conical cap end of the hose messenger secured in the fairlead block, rig the remaining line in preparation for breakaway operations. Pass the line outboard and stop it off with small stuff in long bights with the link for the float connection leading aft (Figure US6-21).

r. Walk the hose float assembly aft to a location suitable for rigging breakaway operations (Figure US6-21).

s. Reconnect the hose messenger link and the float assembly swivel hook. Rig the messenger float over the side, below the deck level, ready for immediate water entry as part of breakaway operations. Remove hose messenger bight from fairlead block. Position conical cap to permit rapid connection before breakaway operations.

5. Disengaging the Astern Hose Receiver Rig (also see Table US6-2).

a. When within about 5,678 liters of the fuel required to complete the transfer, signal the supplying ship to “Cease pumping” by displaying the red signal (see Chapter 4). Supplying ship will display a red signal when pumping has stopped.

b. After pumping has stopped, the customer ship will display a white flag (or amber light) to order “Start blow through.” The supplying ship will close valve at riser, apply hose clamp to hose close to riser, disconnect hose from riser, insert pig (sponge bullet) in hose, connect hose to riser, and remove hose clamp. The supplying ship will display a white flag when blow through has started. The delivering ship will indicate “Stop blow through” with a red signal. The blow through is normally completed in 5 to 10 minutes.

(1) Air blow through: Upon receipt of “Stopped pumping,” display white flag (or amber light) to order “Start blow through.” Blow through will continue until customer ship displays red signal indicating “Stop blow through.” The blow through is normally completed in 5 to 10 minutes.

c. When the supplying ship displays a red signal indicating “Blow through stopped,” the customer ship is to close riser valve and disconnect “A” end and “B” end of breakable-spool coupling. The customer ship will remove basket with pig in it from the inside end of hose fitting. Dispose of the pig, as it is expendable.

(1) Air blow through: When supplying ship displays signal indicating “Blow through stopped,” close riser valve and disconnect “A” end and “B” end of breakable-spool coupling.

d. Position hose to reconnect conical cap to the “B” end of the breakable-spool coupling.

e. Disconnect hogging-in line from hose and ease hose slack overboard.

f. Gradually slack off on inhaul line while easing-out line accepts load and remove hook from bridle (flounder plate) link. The easing-out line is now holding the hose rig load (Figure US6-22).

g. Ensure that adequate messenger line slack is available to permit conical cap and hose to ride free of ship’s side when easing-out line is released.

h. Surge easing-out line until hose and breakable-spool coupling are clear of the ship’s side.

i. Gradually reduce ship’s speed to reduce bight of hose in towed rig. When hose is tending forward, ease hose overboard and allow bitter end of easing-out line to run free when coupling enters water. Haul in easing-out line to prevent fouling rig.

US6-34 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-21. Casting Off the Hose Rig Messenger (US Specification)

US6-35 ORIGINAL ATP 16(D)/MTP 16(D)

Table US6-2. Summary of Float Method — Disengaging

DELIVERING SHIP RECEIVING SHIP 1. Hoist flag Prep at the dip 15 minutes before time of expected completion of fueling. 1. Stop pumping, on receipt of signal from 2. When within about 8 tons (8 m3) of the desired amount of customer ship. fuel, signal “Stop pumping” to leave room for the 2 to 3 tons (2 to3m3) of fuel left in the hose to be blown through to the cus- 2. Blow through hose with compressed air. tomer ship by compressed air. 3. On receipt of signal, stop blowing through. 3. When hose is clear of oil, signal “Stop blowing through.” 4. Haul down flag Bravo. 4. Haul down flag Bravo. 5. Hoist Prep close up. 5. When conical cap has been replaced, inflate hose. 6. Disconnect hose and replace conical cap. Signal delivering ship when cap is replaced. 7. Take weight on the slip rope. 8. Slip the hose hanging link. 9. Veer the hose while dropping astern. 10. Cut hose line stops on guard rail and let go. 11. Haul down flag Prep and proceed clear of delivering ship.

j. Cut small stuff stops securing bights of hose messenger, allowing messenger and hose to be pulled away from ship’s side. Stops must be cut in succession from hose end to float assembly to reduce hazard of fouling the ship’s propulsion or steering gear. Hose and messenger are veered as receiving ship drops astern and clear of rig.

US0652 Astern Fueling to Small Craft

1. Delivering Ship Procedures.

a. Determine the side of delivering ship from which the hose will be streamed. On this side, lay out and assemble 122 meters of 64 mm hose lengths. Ensure that all hose gaskets are in place and that the couplings are tight. Fake the 122 meters of hose on deck as shown in Figure US6-23. Fit a hose cap to the bitter end of the hose located on the fantail. A 102 mm hose may be used in the delivering ship from the fuel riser to the transom; however, the 102 mm to 64 mm reducer must always be located inboard of the transom when streaming the rig.

b. Attach the special hose clamp (Figure US6-24) to the hose 2.7 meters from the bitter end of the hose assembly, and secure a 89 mm braided nylon support line with thimbled eye to the inboard end of the special hose clamp, using a 16 mm safety shackle. Marry the support line to the hose at each hose coupling with at least four turns of 15-thread, and use intermediate 9-thread stops between the hose couplings as shown in Figure US6-24. (Ensure that stoppers do not crush or crimp the hose.) Keep the inboard section of the hose assembly free to allow for connecting the hose to the fuel riser.

c. Insert a becket in the nylon support line adjacent to the last (inboard) marriage to receive the 76 mm nylon riding line. Use the nylon riding line to stop off the hose and the support line as shown in Figure US6-23.

d. Secure a 3 meter pendant with a 76 mm by 203 mm long link to the special hose clamp using a 16 mm safety shackle, and lead the long link out to the hose cap. Secure 30 meters of 76 mm polypropylene messenger to the special hose clamp using a 16 mm shackle, and lead the messenger out

US6-36 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-22. Easing Hose Overboard (US Specification)

US6-37 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-23. LST Ready for Streaming Astern Fueling Rig (US Specification)

US6-38 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-24. Arrangement of Outboard End of Hose Assembly (US Specification)

US6-39 ORIGINAL ATP 16(D)/MTP 16(D)

through the stern chock and back on deck. Marry the messenger and connecting pendant to the hose with 9-thread near the bitter end of the hose (see Figures US6-23 and US6-24).

e. Secure a 7.6 meter section of 25 mm polypropylene to the bitter end of the 30 meter, 76 mm polypropylene messenger. Secure the messenger pickup float to the end of the 7.6 meter messenger, and fake the messenger on the fantail ready for streaming. (See note below).

f. Prepare the position marker buoy for streaming from the opposite side of the ship from which the fueling rig will be streamed. Attach a flagstaff displaying an international orange or red flag to the marker buoy. For night streaming, add a minesweeping light. Secure the buoy to a sufficient length of 38 mm circumference double-braided nylon rope to permit streaming the position marker buoy 91 meters astern. Place a marker at the 91 meter point on the 38 mm double-braided nylon to ensure proper positioning of the buoy astern of the delivering ship.

NOTE

· Paint the outboard 15 meters of hose international orange.

· The messenger pickup float may be one of several buoyant objects. Metal spheres, such as those used on ATF and ARS, are small, light, and ideal for day use. However, there is no practical way of securing adequate lighting for night fueling. The position buoy Mk I is recommended because it is stable and can readily be fitted with a flag staff or lights.

2. Streaming Procedures.

a. The OTC will order course and speed for fueling. Stream the rig at 6 knots to permit hand streaming. The receiving ship should be kept well clear of the fueling station while the rig is being streamed to avoid possible damage to the rig and/or receiving ship should the rig carry away.

b. With the inboard end of the 89 mm support line led to a winch and the 76 mm nylon riding line secured at a point adjacent to the first inboard hose connection and stopped off at a bitt, streaming can begin. The pickup float is launched and streamed to the length of the 30 meter messenger. The hose and support line are lifted by hand and walked aft until the hose is afloat astern. The hose will then normally be slowly dragged astern and will run free until fully streamed. Should the hose fail to ease out, an additional bight can be lifted and walked aft. The light weight of the rig, slow speed of the ship, and short distance astern when fully streamed will prevent the rig from running away.

c. When the rig is fully streamed and rigged to the 76 mm nylon riding line, secure an additional nylon preventer around the hose and support line at the stern. Stop off the preventer to the quarter bitts. Connect the hose to the 102 mm to 64 mm reducer at the fuel oil discharge fitting.

d. When the hose rig has been fully streamed and stopped off on deck, launch the position marker buoy on the opposite side of the ship and stream astern until the 91 meter marker on the 38 mm double-braided nylon line is even with the stern. The rig is now ready to be picked up by the receiving ship (Figure US6-25).

US6-40 ORIGINAL ATP 16(D)/MTP 16(D)

3. Receiving Ship Procedures.

a. From the fueling trunk, lead forward a 64 mm jumper hose to within 3 meters of the forward bitts and on the side that fuel will be received. Fit both halves of the 64 mm quick-release coupling to the outboard end of the jumper hose. Have fire ax, two grappling hooks, and a sledge hammer for the pelican hook readily available on the forecastle. Secure a pelican hook to the towing pad between the anchor chains, with the pelican hook pointed to the bitts on the receiving side of the ship (Figure US6-25).

b. Make approach on the pickup float (position buoy Mk I), and recover the float. Lead the messenger to the capstan, and heave around until the hose cap is on deck. Cut the 9-thread stopper, and lead the 3 meter connecting pendant to the pelican hook and secure the long link in the pendant to the pelican hook. Lead the hose to the quick-release coupling, and connect the fuel hose to the coupling. Ensure that sufficient chafing gear is inserted around the fuel hose between the bitts. An additional preventer may be secured at the bitts to reduce chafing.

c. When the hose is stopped off on deck and connected to the quick-release coupling, the position buoy messenger is disconnected and stopped off to stanchions with loops outboard of all obstructions. The bitter end of the messenger is stopped off adjacent to bitts with the pickup float located some distance aft of the fueling station.

d. When fueling and blow through are completed, disconnect the hose from the quick-release coupling and secure the hose cap. Secure the marker buoy messenger to the special hose clamp and lead it to the pelican hook. Secure hose messenger and connecting pendant with 9-thread and lead the messenger outboard of the stanchions; break the connections at the pelican hook and release the hose. The messenger and pickup float can be released as the ship pulls away.

4. Recovery Procedures.

a. Prior to recovery, give the rig a complete blow through and, if feasible, a back suction should be taken. Follow this procedure upon completion of fueling each small craft.

b. Upon completion of the fueling operation, recover the position marker buoy to avoid fouling the fuel rig.

c. Using the 89 mm circumference braided nylon support line on the winch, heave in until all strain is off the preventer and riding line. Disconnect the hose, and remove the preventer and riding line. As the rig is recovered and the hose approaches the winch, remove the 9-thread and 15-thread stops. Fake the hose on deck, and store the support line on the reel.

d. As the hose clamp is brought on board, disconnect the 76 mm polypropylene messenger and recover the messenger and recovery float by hand.

US6-41 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-25. LST Streaming Astern Fueling Rig (US Specification) (Sheet 1 of 2)

US6-42 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US6-25. LST Streaming Astern Fueling Rig (US Specification) (Sheet 2 of 2)

US6-43 ORIGINAL ATP 16(D)/MTP 16(D)

INTENTIONALLY BLANK

US6-44 ORIGINAL ATP 16(D)/MTP 16(D)

ANNEX US9B VERTREP Equipment — United States

US9B01

1. Aircraft Cargo Hooks. The United States uses four conforming types of aircraft cargo hook. Their dimensions are shown in the simplified, typical illustration in Figure US9B-1.

2. Pendants and Slings.

a. Hoisting Sling Mk 105. This sling, sometimes called the multileg pole pendant, is approved for all types of VERTREP load up to 2,720 kg in weight. It is illustrated in Figure US9B-2. The Mk 105 hoisting sling consists of two parts: the pendant, made of 29 mm diameter nylon rope, approximately 3.6 meters in length, with an eye at one end; and the legs, made of color-coded, 22 mm double- braided nylon, with an open eye splice at one end and a positive-closing, self-locking cargo hook at the other end. Regular legs (orange) are 1.8 meters in length and long legs (green) are 3.0 meters in length. As many as six legs may be attached to the lower pendant eye by means of choker hitches. The number of legs used is determined by the number of attachment points on the load. The safe working load (SWL) for a single leg is 1,360 kg.

b. Hoisting Sling, Mk 89, 90, 91, and 92. These slings are capable of handling VERTREP loads up to 1,814 kg and are equipped with Newco safety hooks. See Figure US9B-3.

c. Pallet Sling, Mk 85, 86, 87, and 100. These slings are wire rope basket slings that are adjustable for load height. Four sizes are furnished to cover the range of load heights on a 102.5 X 123 cm pallet. A section of colored tubing on the cross bridle indicates sling size. See Figure US9B-4.

3. Cargo Rings, Stirrups, and Shackles.

a. Newco Safety Hook. The Newco safety hook assembly, shown in Figure US9B-5, incorporates a self-locking gate arrangement which requires two distinct manual movements to open the hook. The first, a sideway movement, allows the hook to clear the locking lug; the second, a radial motion away from the gate, opens the assembly for attachment to the load lifting point. The pressure and movement required for opening may be applied by using two hands or by holding the safety hook assembly in one hand and using the load lifting point as an anchor and pivot point, applying the required pressure and movement. A sharp upward movement of the bail, using the hook and the load lifting point as an anchor, will close and lock the safety hook assembly.

4. Nets and Pallets.

a. Cargo Nets. The bulk of VERTREP cargo is transported in one of the cargo nets, made of nylon webbing, shown in Figure US9B-6. Cargo should be banded to a pallet. Oblong metal rings on each of the four corners of the net are used to lift the net with the aid of a becket.

b. Cargotainers. Figure US9B-7 shows how a meshed cargotainer may be used for transferring loose and odd-shaped items.

5. Retrograde.

Retrograde (returnable cargo and used replenishment equipment, such as shell casings, nets, pallets, slings, etc.) must be returned to the supplying ship prior to completion of the VERTREP operation.

US9B-1 ORIGINAL ATP 16(D)/MTP 16(D)

TYPE A B C D HELICOPTER

H-2 2.54 cm 5.72 cm 3.33 cm 2.54 cm

H-46 5.41 cm 5.41 cm 4.14 cm 4.14 cm

H-53 6.35 cm 7.00 cm 2.54 cm 2.54 cm

H-60 4.60 cm 7.62 cm 3.58 cm 3.51 cm

Figure US9B-1. Cargo Hooks (US)

US9B-2 ORIGINAL ATP 16(D)/MTP 16(D)

PENDANT

LEG(S)

27.9 cm

20.3 cm

182.8 cm

137.3 cm

NO. 4 NEWCO HOOK

THIMBLE

22 mm NYLON LEG

AIL AT LEFT)

29 mm

LOWER EYE

UPPER EYE (ENCASED IN POLYURETHANE TUBING) (DIMENSIONS LEFT)

O PENDANT

POLE (REACH TUBE)

REGULAR LEG (ORANGE) 1.8 meters LONG LEG (GREEN) 3.0 meters

CHOKER HITCH (SEE DET

ATTACHING LEG T

WITH A CHOKER HITCH

25.4 cm 10.16 cm 3.81 cm

A B C

Figure US9B-2. Mk 105 Hoisting Sling (US)

US9B-3 ORIGINAL ATP 16(D)/MTP 16(D)

3.81

25.40

10.16

CENTIMETERS

AND 92 HOISTING SLING:

DIMENSION

Mk 89, 90, 91,

Figure US9B-3. Mk 92 Hoisting Sling (Recovery Pendant) (US)

US9B-4 ORIGINAL ATP 16(D)/MTP 16(D)

LOCK

STIRRUP

ARALLEL

LATCH

OPS

SWAGED ST

TENSIONER

ALLET

CHAFE PROTECTIVE TUBING

LIFTING EYES

SWAGE ST

5.08

2.54

1.27

BRIDLE (POSITIONED P TO PALLET WING)

DIRECTION OF FEED TO TENSION SLING

ANY WINGED P

CENTIMETERS

DIMENSION

COLOR-CODED TUBING

BASKET LEGS

PALLET WING

LOAD HEIGHT

Figure US9B-4. Mk 85, 86, 87, and 100 Tensioner and Pallet Slings (US)

US9B-5 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US9B-5. Newco Safety Hook (US)

US9B-6 ORIGINAL ATP 16(D)/MTP 16(D)

4.2

22.7

1,814

GREEN

4.2 x 4.2 meters

LOOSE CARGO

3.6

21.3

RED

1,814

HOIST SLINGS Mk 89, 90, 91, 92

3.6 x 3.6 meters

LOOSE CARGO

TED EQUIPMENT

LOADS HANDLED

CAPACITY (kg)

LENGTH (meters)

WIDTH (meters)

WEIGHT (kg)

ASSOCIA

COLOR CODE

Figure US9B-6. Sling, Cargo Net, Nylon Webbing, Class A, Type 1 (US)

US9B-7 ORIGINAL ATP 16(D)/MTP 16(D)

Figure US9B-7. Mk 105 Hoisting Sling Hooked to Cargotainer (US)

US9B-8 ORIGINAL ATP 16(D)/MTP 16(D)

INDEX OF COMMON INFORMATION

Page No. A

Abeam fueling ...... 6-2 Accounting procedures...... 2-2 Administration traffic ...... 9-7 Administrative flights...... 9-27 Altering: Course ...... 3-12, 6A-5 Speed ...... 3-12, 6A-5 Ammunition ships ...... 7-7 Approach: Lights ...... 4-9 Ship ...... 3-1 Approaching station ...... 3-7 Astern: Fueling...... 6-4, 6-44 Hose cleanout system ...... 6-44 Replenishment: Communications...... 4-9 Control signals...... 4-9

Ballasting...... 6-1 Basic: Principles ...... 3-1 Rules...... 2-1 BOLO/gunline ...... 3-4 Briefing...... 9-6

Cargo: Delivery ...... 7-1 Delivery station data sheet...... 2A-1 Handling ...... 9-29 Equipment ...... 7-2 Loading ...... 7-1 Receiving station data sheet ...... 2A-7 STREAM: Rigs...... 7-14 System ...... 7-10 Transfer...... 7-22 Classes: VERTREP operating area ...... 9-8 Clearances ...... 9-8 Collision procedures ...... 5-6

Index-1 ORIGINAL ATP 16(D)/MTP 16(D)

Page No.

Color code ...... 4-14 Combatant force commander ...... 1-2 Command ...... 1-1 Organization ...... 9-5 Communications ...... 6A-4, 9-7 Astern replenishment ...... 4-9 Radio...... 4-1 Sound-powered ...... 4-3 UHF radio ...... 9-7 Concept...... 9-1 Solid cargo...... 7-1 Connecting: Hose in the receiving ship ...... 6A-2 Rig...... 6-34 Considerations: General ...... 2-1 Control: Organization ...... 9-5 Ship ...... 3-1 Signals ...... 4-9 Conversion tables ...... 2-3 Conversions ...... 2B-1 Convoy: Convoy operations...... 1-3 Escort replenishment ...... 6-36

Deballasting ...... 6-1 Definitions...... 1-2, 9-8 Delivering ship ...... 3-3 Departure ...... 3-11 Description ...... 8-4 Designating...... 3-4 Diagrams, national ship ...... 2-3 Disconnecting the rig ...... 6-30

Electric megaphones ...... 4-3 Emergency: Maneuvering...... 5-5 Procedures...... 9-7, 9-28 RAS signals ...... 4-2 Emergency breakaway ...... 5-1, 5-2, 6A-8, 6-38 Ordering ...... 5-2 Practicing ...... 5-5 Preparations ...... 5-1 Emergency breakaway procedure: Liquid transfer ...... 5-3 Solid transfer ...... 5-3

Index-2 ORIGINAL ATP 16(D)/MTP 16(D)

Page No.

Equipment ...... 6-38 Cargo handling ...... 7-2 Delivering ...... 7-10 Standard fueling ...... 6-38 Execution ...... 9-19, 9-25

Fatigue, pilot ...... 9-30 Fire prevention ...... 9-28 Firefighting ...... 9-29 Flag signals ...... 4-1, 9-7 Flashing light signals...... 4-1 Float: Assembly ...... 6A-1 Method ...... 3-11 Formation of the force ...... 9-7 Formulating the plan ...... 1-4 Fuel ...... 6A-10 Delivery station ...... 2A-3 Loss...... 6-34 Receiving station ...... 2A-5 STREAM rig ...... 6-2, 6-18 Fueling ...... 6-2 Abeam ...... 6-2 Astern ...... 6-4, 6-47 Altering course ...... 3-12 Speed ...... 3-12 Check-off lists ...... 6-2 Course ...... 6A-4, 6-36 General description ...... 6-2 Rapid ...... 6-36 Speed ...... 6-36, 6A-4 Standard equipment ...... 6-38 Standardization of couplings ...... 6-4 Systems ...... 6-2 Fueling rig ...... 6-5 NATO 1 ...... 6-5 NATO 2 ...... 6-7 NATO 3 ...... 6-11 NATO 4 ...... 6-11

General: Considerations ...... 2-1 Limitations...... 9-2 Glossary ...... A-1 Grapnelling...... 6A-7

Index-3 ORIGINAL ATP 16(D)/MTP 16(D)

Page No.

Gunline: BOLO ...... 3-4 Method ...... 3-12

Hand signals...... 4-7, 9-7 Hazards: Helicopter-induced ...... 9-28 Radiation...... 5-8 Helicopter: Hazards...... 9-28 Limitations...... 9-3 Transfers...... 8-7 Hose: End arrangements ...... 6A-1

Importance of planning ...... 9-6 Instructions: Completion ...... 2A-1 Introduction ...... 6A-1, 8-1

Landing operations ...... 9-19 Light signals ...... 9-7 Lighting ...... 9-17 Lights: Approach ...... 4-9 Station keeping ...... 4-9 Night...... 4-9 Special operations shapes ...... 4-1 Limitations ...... 9-30 General ...... 9-2 Helicopter ...... 9-3 Load sequence plan ...... 9-6 Loading: Supplying ship...... 7-1 Transfer of: Ammunition ...... 7-7 Missiles ...... 7-7

Maintaining station...... 3-7 Man overboard ...... 5-8 Maneuvering: Abeam methods ...... 3-4 Astern methods...... 3-11

Index-4 ORIGINAL ATP 16(D)/MTP 16(D)

Page No.

Manila rig ...... 8-4 Marker buoy ...... 6A-1 Markings ...... 9-16 Marshaling: Instructions ...... 9A-1 Signals ...... 9A-1 Method of execution ...... 2-1 Missile: Rigs...... 7-14 System ...... 7-10

NATO: 1 fueling rig ...... 6-5 2 fueling rig ...... 6-7 3 fueling rig ...... 6-11 4 fueling rig ...... 6-11 5 water rig ...... 6-11 Night: Lighting ...... 4-9 Signaling ...... 4-14 VERTREP operations ...... 9-30 Nose cone ...... 6A-2

Objectives ...... 1-1 Operations: Convoy ...... 1-3 Landing...... 9-19 Night VERTREP ...... 9-30 Planning the VERTREP ...... 9-4 Organization ...... 1-1

Passing ...... 4-2, 6-24, 7-28 Personnel ...... 9-6 Briefing...... 9-28 Requirements ...... 5-8 Physical units...... 2B-1 Pilot fatigue ...... 9-30 Planning ...... 1-3 Factors ...... 1-3 VERTREP operation ...... 9-4 Pollution abatement ...... 6-1 Preparation ...... 9-19, 9-21 Delivering ship ...... 7-3 Emergency breakaway...... 5-1 Receiving ship ...... 6A-6, 7-7

Index-5 ORIGINAL ATP 16(D)/MTP 16(D)

Page No.

Prereplenishment meeting ...... 9-4 Principles: Basic ...... 3-1 Procedures ...... 6-34, 9-21, 9-27 Blow through ...... 6A-8 Collision ...... 5-6 Connecting the rig ...... 6A-7 Disconnecting the rig ...... 6A-7 Emergency...... 9-7, 9-28 Emergency breakaway: Liquid transfer...... 5-3 Solid transfer ...... 5-3 Pumping ...... 6-2

Radar control ...... 9-27 Radiation hazard ...... 5-8 Radio communications...... 4-1 RAS: Ordering ...... 2-1 Readiness operations ...... 1-4 Safety operations ...... 5-6 Receiving...... 6-2 Hose couplings ...... 6-32 Ship ...... 3-3 Ship equipment...... 7-12 Replenishment: Force commander ...... 1-1 Towed array ships ...... 3-13 Responsibilities ...... 3-1 Resumé ...... 4-14 Rig: Cargo STREAM rigs ...... 7-14 Connecting ...... 6-30 Delivering ship ...... 6A-1 Disconnecting ...... 6-30 Lighting arrangements ...... 4-12 Manila ...... 8-4 Missile ...... 7-12 Nations, use ...... 2-3 Passing ...... 6-24 Passing the STREAM ...... 7-16 Procedures: Connecting...... 6A-7 Disconnecting ...... 6A-7 Recovering ...... 6-24 Special precautions ...... 5-4 Synthetic highline ...... 8-4 Tending...... 6-24

Index-6 ORIGINAL ATP 16(D)/MTP 16(D)

Page No.

Rigging ...... 8-4 Delivering ship ...... 6-23 Receiving ship ...... 6-30 Rules: Basic ...... 2-1

Safety...... 5-6 Precautions ...... 9-28 Fueling...... 5-6 RAS operations ...... 5-6 Selecting: Course ...... 3-5 Speed ...... 3-5 Ship: Emergencies ...... 5-5 Guidance...... 6A-6 Maneuvering ...... 9-29 Movement ...... 9-20 Responsibilities ...... 8-2 Stations ...... 9-20 Ship diagram ...... 2A-7 Shipboard: Clearances ...... 9-7 Lighting ...... 9-7 Limitations...... 9-4 Markings...... 9-7 Sick ...... 9-28 Signals ...... 9-7 Emergency RAS ...... 4-2 Flag ...... 4-1, 9-7 Special operations shapes ...... 4-1 Flashing light ...... 4-1 Hand ...... 4-7, 4A-1, 9-7 Light ...... 9-7 Marshaling...... 9A-1 Night ...... 4-14 Sound-powered: Communications...... 4-3 Electric megaphones...... 4-2 Loudhailers ...... 4-2 Telephones...... 4-2 Special: Operations shapes ...... 4-1 Flag signals ...... 4-1 Lights ...... 4-1 Precautions ...... 5-4 Procedures ...... 9-30

Index-7 ORIGINAL ATP 16(D)/MTP 16(D)

Page No.

Standard: Fueling equipment ...... 6-43 Hand signals ...... 4A-1 Reception Station ...... 8-4 Station: Approaching ...... 3-7 Arrangement...... 8-4 Departure ...... 3-11 Fuel delivery...... 2A-3 Keeping ...... 6A-5, 6-36 Keeping lights ...... 4-9 Maintaining ...... 3-7 Standard reception...... 8-4 Synthetic highline rig ...... 8-4 System: Astern hose cleanout ...... 6-38 Cargo STREAM ...... 7-10 Missile ...... 7-10

Telephone connectors ...... 4-3 Training ...... 9-6 Transfers: Ammunition ...... 7-7, 7-9 Helicopter ...... 8-2 Highpoint static test loads ...... 5-9 Light freight ...... 8-1, 8-4 Liquids...... 6-1 Litter ...... 8-4 Mail ...... 8-1 Methods ...... 7-3 Missiles ...... 7-7, 7-9 Personnel ...... 8-1, 8-4 Emergency procedures ...... 5-9 Safety precautions ...... 5-9 Preparing ships ...... 7-10 Rig capabilities ...... 5-9 Sick ...... 8-2 Stations ...... 7-2 Distance lines ...... 4-5 Markers ...... 4-5 Types of ...... 8-1 Water ...... 6-18 Wounded...... 8-2 Types: VERTREP operating area ...... 9-8

Index-8 ORIGINAL ATP 16(D)/MTP 16(D)

Page No.

UHF radio communications ...... 9-7 UNITS, physical ...... 2B-1 Using this publication ...... 1-4

VERTREP: Classes ...... 9-8 Equipment ...... 9-25 Specifications ...... 9B-1 Factors affecting ...... 9-1 Night operations ...... 9-30 Planning operation...... 9-4 Types ...... 9-8 Visual control ...... 9-27

Water rig, NATO 5 ...... 6-11 Working areas, illumination ...... 4-9 Wounded ...... 9-28

Index-9 ORIGINAL ATP 16(D)/MTP 16(D)

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Original I thru X Change 1 XI thru XLII Original 1-1 thru 1-4 Original 2-1 thru 2-8 Original 2A-1 thru 2A-8 Original 2B-1 thru 2B-8 Original 3-1 thru 3-14 Original 4-1 thru 4-16 Original 4A-1 thru 4A-8 Original 5-1 thru 5-10 Original 6-1 thru 6-56 Original 6A-1 thru 6A-14 Original 7-1 thru 7-38 Original 8-1 thru 8-10 Original 9-1 thru 9-30 Original 9A-1 thru 9A-6 Original 9B-1 thru 9B-4 Original A-1 thru A-8 Change 1 AU2-1 thru AU2-16 Original BE2-1 thru BE2-6 Change 1 BE9B-1 thru BE9B-8 Change 1 BX2-1 thru BX2-6 Change 1 BX6-1, BX6-2 Change 1 BX7-1, BX7-2 Change 1 CA2-1 thru CA2-4 Change 1 CA6-1 thru CA6-8 Change 1 CA7-1 thru CA7-8 Original CA9B-1 thru CA9B-4 Change 1 CH2-1 thru CH2-6 Original DA1-1, DA1-2 Original DA2-1 thru DA2-4 Original DA9B-1 thru DA9B-6 Original FR2-1 thru FR2-4 Original FR6-1 thru FR6-10 Original FR7-1, FR7-2 Original FR9B-1 thru FR9B-4 Original GE2-1 thru GE2-8 Original GE6-1 thru GE6-8 Original GE7-1, GE7-2 Original GE9B-1 thru GE9B-6 Original GR2-1 thru GR2-6 Original GR9B-1, GR9B-2 Change 1 ID2-1 thru ID2-6 Change 1 IN2-1, IN2-2 Original IT2-1 thru IT2-6 Original IT6-1, IT6-2

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